Johannes Mærsk Deck Operating Manual

DECK OPERATING MANUAL 2.3 Ballast System Part 5: Emergency Systems and Procedures
2.3.1 System Description
LIST OF CONTENTS 2.3.2 Hydraulic Remote Valve Operating System 5.1 Emergency Procedures - Deck
ISSUE AND UPDATES 2.3.3 Ballast Operations
5.1.1 Introduction and General Procedures
MACHINERY SYMBOLS AND COLOUR SCHEME 2.3.4 Anti-Heeling System
5.1.2 Fire Hydrant System
ELECTRICAL AND INSTRUMENTATION SYMBOLS
5.1.3 CO2 Fire Extinguishing System
INTRODUCTION Illustrations 5.1.4 Smoke Detection System
2.1.1a Cargo Bay/Row Plan Arrangement 5.1.5 Fresh Water Mist Extinguishing System
Part 1: Ship Information 2.1.2a Hatch Cover Arrangement 5.1.6 Fire Detection System
2.1.2b Hatch Covers Sealing Arrangement 5.1.7 Fire Alarm System
1.1 Principal Data
2.1.3a Cell Guide System 5.1.8 Fire Flap Location and Control
2.2.1a Cargo Hold Ventilation 5.1.9 Fire Fighting Equipment
1.2 Ship Handling 2.3.1a Ballast System - Mimic Panel 5.2 Emergency Procedures - Navigation
2.3.2a Hydraulic Remote Valve Operating System
1.2.1 General Information 5.2.1 Steering Gear Failure
2.3.3a Ballasting Operation
2.3.3b Deballasting Operation 5.2.2 Collision and Grounding
1.3 Performance Data 2.3.4a Anti-Heeling System 5.2.3 Man Overboard
5.2.4 Towing and Being Towed
1.3.1 Fuel Oil Consumption / Power Data 5.2.5 Oil Spillage and Pollution Prevention
1.3.2 Revolutions / Speed / Power Data Part 3: Container Handling Procedures 5.2.6 Emergency Reporting
1.3.3 Limitations on Operating Machinery
Illustrations
Illustrations 3.1 Loading
5.1.2a Fire Hydrants System (Accommodation and Deck)
1.1.1a General Arrangement 3.1.1 Container Lashing 5.1.2b Fire Hydrants System (Engine Room)
1.1.2a Container Cell Address System 3.1.2 Loading of Dangerous Goods 5.1.3a CO2 Fire Extinguishing System
1.1.3a Tank Capacity Tables 3.1.3 Reefer Container Loading Arrangement 5.1.4a Smoke Detection System
1.1.3b Tank Capacity Tables 3.1.4 Reefer Container Fresh Water Cooling System 5.1.5a Fresh Water Mist Extinguishing System
1.1.4a Sounding Pipe Positions Illustration 5.1.6a Fire Detection Panel
1.1.5a Deck Plans - Upper, A and B Decks 5.1.7a Fire Alarm System - Upper Deck and Focsle Deck
1.1.5b Deck Plans - C, D and E Decks 3.1.1a Container Lashing System 5.1.7b Fire Alarm System - A, B and C Decks
1.1.5c Deck Plans - F, G and Bridge Decks 3.1.1b Midlock Units 5.1.7c Fire Alarm System - D, E and F Decks
1.2.2a Turning Circles 3.1.1c Container Lashing and Securing System 5.1.7d Fire Alarm System - G and Bridge Decks
1.2.3a Visibility Diagram 3.1.3a Reefer Containers Loading Arrangement 5.1.8a Fire Flap Location and Control - Mooring, Upper and
1.2.4a Wind Scale / Squat Graphs 3.1.4a Reefer Containers Fresh Water Cooling System Focsle Decks
1.3.1a Speed / Fuel Consumption Curves 5.1.8b Fire Flap Location and Control - A and B Decks
1.3.2a Speed / Power Curves Part 4: Deck Control Systems 5.1.8c Fire Flap Location and Control - G and Bridge Decks
5.1.9a Fire Fighting Equipment - Upper Deck and Focsle Deck
4.1 Ship’s Control Centre 5.1.9b Fire Fighting Equipment - A and B Decks
Part 2: Cargo System Description 5.1.9c Fire Fighting Equipment - C and D Decks
5.1.9d Fire Fighting Equipment - E and F Decks
2.1 Cargo Arrangement Illustration 5.1.9e Fire Fighting Equipment - G and Bridge Decks
5.2.3a Search Patterns
2.1.1 Cargo Plan 4.1a Ship’s Control Centre 5.2.5a Garbage Management Plan I
2.1.2 Hatch Cover Arrangement 4.1b Fire Control Station 5.2.5b Garbage Management Plan II
2.1.3 Cell Guide System

2.2 Cargo Hold Ventilation

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 Johannes Mærsk Deck Operating Manual
Part 6: Mooring and Deck Systems Part 7: Bridge Equipment and Operation 7.8 Routine Procedures
7.8.1 Passage Planning
6.1 Mooring 7.1 Bridge Layout and Equipment 7.8.2 Bridge Teamwork
7.8.3 Taking Over the Watch
6.1.1 Mooring Arrangement 7.1.1 Bridge Console
7.8.4 Weather Reporting
6.1.2 Anchoring Arrangement
7.8.5 Helicopter Procedures
6.1.3 Anchoring, Mooring and Towing Procedures 7.2 Integrated Navigation System (INS)
Illustrations
7.2.1 Radars
6.2 Lifting Equipment 7.1.1a Wheelhouse Layout
7.2.2 Integrated Navigational System
6.2.1 Deck Cargo Crane 7.1.1b Bridge Main Control Console
6.2.2 Provisions Crane 7.1.1c Bridge Aft Bulkhead Control Panel
7.3 Autopilot System 7.1.1d Bridge Wing Console
6.2.3 Engine Room Spares Crane
6.2.4 Accommodation and Pilot Ladder 7.3.1 Steering Stand 7.1.1e Port Chart Table
7.3.2 Gyrocompass 7.2.1a Radar Block Diagram
7.3.3 Autopilot 7.2.1b Radar Display
6.3 Lifesaving Equipment 7.2.1c Radar Control Panel
7.3.4 Steering Procedures
6.3.1 Lifeboats and Davits 7.3.5 Magnetic Compass 7.2.2a ECDIS System Block Diagram
6.3.2 Rescue Boat and Davit 7.2.2b ECDIS Display
6.3.3 Liferafts 7.2.2c ECDIS Control Panel
7.4 Main Engine and Thruster Controls
6.3.4 Self-Contained Breathing Apparatus 7.3.1a Steering Stand and Peripherals
6.3.5 Lifeboat Survival Guide 7.4.1 Main Engine Controls 7.3.1b Steering Stand
6.3.6 Lifesaving Equipment - Safety Plan 7.4.2 Main Engine - Procedures 7.3.2a Gyrocompass System
7.4.3 Bow and Stern Thrusters 7.3.2b Gyrocompass Operating and Indicator Unit
7.4.1a Bridge Manoeuvring Panel DMSi
Illustrations
7.5 Discrete Equipment 7.4.1b Main Engine Controls
6.1.1a Mooring Arrangement 7.4.3a Bow and Stern Thruster Control
6.1.1b Mooring Radio Remote Control Unit 7.5.1 Speed Log 7.4.3b Thruster Control Panels
6.1.2a Anchor Housing and Chain Storage 7.5.2 Loran C 7.5.1a Speed Log Panel
6.2.1a Deck Crane 7.5.3 DGPS Navigator 7.5.2a Loran C
6.2.1b Deck Crane Spreader 7.5.4 Meteorological System 7.5.3a DGPS Navigator
6.2.1c Deck Crane Operator Panel X20 7.5.5 Echo Sounder 7.5.3b DGPS System
6.2.2a Provisions Crane 7.5.6 Master Clock 7.5.4a Anemometer and Navtex Receiver
6.2.4a Accommodation and Pilot Ladder 7.6 Communications Systems 7.5.4b Weather Facsimile Receiver
6.3.1a Lifeboat and Davits 7.5.5a Echo Sounder
6.3.2a Rescue Boat 7.6.1 GMDSS
7.5.6a Master Clock
6.3.3a Liferaft Release 7.6.2 MF / HF Transceiver Systems
7.6.1a Actions Following GMDSS Alert
6.3.6a Lifesaving Equipment, Outer Decks 7.6.3 VHF Transceiver Systems
7.6.2a GMDSS Equipment
6.3.6b Lifesaving Equipment, A and B Decks 7.6.4 Satcom Systems
7.6.3a VHF DSC Systems
6.3.6c Lifesaving Equipment, C and D Decks 7.6.5 Emergency Radios
7.6.3b No.3 VHF Handset in the SCC
6.3.6d Lifesaving Equipment, E and F Decks 7.6.6 Sound Powered Telephones
7.6.4a SatCom B System
6.3.6e Lifesaving Equipment, G and Bridge Decks 7.6.7 Automatic Telephone System
7.6.5a GMDSS Emergency Handheld VHF Radio
7.6.8 Public Address and Talk-back System
7.7.1a Navigation Signal Lights
7.6.9 Sound Signalling Device
7.7.2a Deck Lighting Arrangement
7.6.10 EPIRB and SARTS
7.7.2b Deck Lighting Panel
7.8.5a Helicopter Winching Arrangement
7.7 Lighting Systems
7.7.1 Navigation Lights
7.7.2 Deck Lighting

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 Johannes 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 Loadstar Tank Graphical View
8.1b Loadstar Bay View and IMDG Conflict Report
8.1c Loadstar Help Menu
8.1d Loadstar Lashing View
8.2.2a Loading Condition - Lightship
8.2.2b Loading Condition - Docking
8.2.2c Loading Condition - Ballast Departure
8.2.2d Loading Condition - Ballast Arrival
8.2.2e Loading Condition - Loaded Departure
8.2.2f Loading Condition - Loaded Arrival
8.2.3a Distance of Invisibility

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 Johannes Mærsk Deck Operating Manual
Issue and Updates For any new issue or update contact:

This manual is provided with a system of issue and update The Technical Director Issue 1 Issue 2 Issue 3 Issue 4
control. Controlling documents ensure that: WMT Technical Office List of Contents February 2002
The Court House Issue and Updates February 2002
• Documents conform to a standard format; 15 Glynne Way Machinery Symbols & Colour Scheme February 2002
Hawarden Electrical & Instrumentation Symbols February 2002
• Amendments are carried out by relevant Deeside, Flintshire
Introduction February 2002
personnel; CH5 3NS, UK
Text
• Each document or update to a document is E-Mail: manuals@wmtmarine.com
1.1 February 2002
approved before issue;
1.2 February 2002
• A history of updates is maintained; 1.2.1 February 2002
1.3 February 2002
• Updates are issued to all registered holders 1.3.1 February 2002
of documents; 1.3.2 February 2002
1.3.3 February 2002
• Sections are removed from circulation when
obsolete. Illustrations
1.1.1a February 2002
Document control is achieved by the use of the footer 1.1.2a February 2002
provided on every page and the issue and update table 1.1.3a February 2002
below. 1.1.3b February 2002
1.1.4a February 2002
In the right hand corner of each footer are details of the 1.1.5a February 2002
pages section number and title followed by the page number 1.1.5b February 2002
of the section. In the left hand corner of each footer is 1.1.5c February 2002
the issue number. 1.2.2a February 2002
1.2.3a February 2002
Details of each section are given in the first column of the 1.2.4a February 2002
issue and update control table. The table thus forms a matrix
1.3.1a February 2002
into which the dates of issue of the original document and
1.3.2a February 2002
any subsequent updated sections are located.
Text
The information and guidance contained herein is produced
for the assistance of certificated officers who, by virtue of 2.1 February 2002
such certification, are deemed competent to operate the vessel 2.1.1 February 2002
to which such information and guidance refers. Any conflict 2.1.2 February 2002
arising between the information and guidance provided 2.1.3 February 2002
herein and the professional judgement of such competent 2.2 February 2002
officers must be immediately resolved by reference to 2.3 February 2002
Mærsk Technical Operations Office. 2.3.1 February 2002
2.3.2 February 2002
This manual was produced by: 2.3.3 February 2002
2.3.4 February 2002
WORLDWIDE MARINE TECHNOLOGY LTD.

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 Johannes Mærsk Deck Operating Manual

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

Illustrations 5.1.9 February 2002
2.1.1a February 2002 5.2 February 2002
2.1.2a February 2002 5.2.1 February 2002
2.1.2b February 2002 5.2.2 February 2002
2.1.3a February 2002 5.2.3 February 2002
2.2.1a February 2002 5.2.4 February 2002
2.3.1a February 2002 5.2.5 February 2002
2.3.2a February 2002 5.2.6 February 2002
2.3.3a February 2002
2.3.3b February 2002 Illustrations
2.3.4a February 2002 5.1.2a February 2002
5.1.2b February 2002
Text 5.1.3a February 2002
3.1 February 2002 5.1.4a February 2002
3.1.1 February 2002 5.1.5a February 2002
3.1.2 February 2002 5.1.6a February 2002
3.1.3 February 2002 5.1.7a February 2002
3.1.4 February 2002 5.1.7b February 2002
5.1.7c February 2002
Illustrations 5.1.7d February 2002
3.1.1a February 2002 5.1.8a February 2002
3.1.1b February 2002 5.1.8b February 2002
3.1.1c February 2002 5.1.8c February 2002
3.1.3a February 2002 5.1.9a February 2002
3.1.4a February 2002 5.1.9b February 2002
5.1.9c February 2002
Text 5.1.9d February 2002
4.1 February 2002 5.1.9e February 2002
5.2.3a February 2002
Illustrations 5.2.5a February 2002
4.1a February 2002 5.2.5b February 2002
4.1b February 2002
Text Text
5.1 February 2002 6.1 February 2002
5.1.1 February 2002 6.1.1 February 2002
5.1.2 February 2002 6.1.2 February 2002
5.1.3 February 2002 6.1.3 February 2002
5.1.4 February 2002 6.2 February 2002
5.1.5 February 2002 6.2.1 February 2002
5.1.6 February 2002 6.2.2 February 2002
5.1.7 February 2002 6.2.3 February 2002
5.1.8 February 2002 6.2.4 February 2002

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 Johannes Mærsk Deck Operating Manual

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

Text 7.4.3 February 2002
6.3 February 2002 7.5 February 2002
6.3.1 February 2002 7.5.1 February 2002
6.3.2 February 2002 7.5.2 February 2002
6.3.3 February 2002 7.5.3 February 2002
6.3.4 February 2002 7.5.4 February 2002
6.3.5 February 2002 7.5.5 February 2002
6.3.6 February 2002 7.5.6 February 2002
7.6 February 2002
Illustrations 7.6.1 February 2002
6.1.1a February 2002 7.6.2 February 2002
6.1.1b February 2002 7.6.3 February 2002
6.1.2a February 2002 7.6.4 February 2002
6.2.1a February 2002 7.6.5 February 2002
6.2.1b February 2002 7.6.6 February 2002
6.2.1c February 2002 7.6.7 February 2002
6.2.2a February 2002 7.6.8 February 2002
6.2.4a February 2002 7.6.9 February 2002
6.3.1a February 2002 7.6.10 February 2002
6.3.2a February 2002 7.7 February 2002
6.3.3a February 2002 7.7.1 February 2002
6.3.6a February 2002 7.7.2 February 2002
6.3.6b February 2002 7.8 February 2002
6.3.6c February 2002 7.8.1 February 2002
6.3.6d February 2002 7.8.2 February 2002
6.3.6e February 2002 7.8.3 February 2002
7.8.4 February 2002
Text 7.8.5 February 2002
7.1 February 2002
7.1.1 February 2002 Illustrations
7.2 February 2002 7.1.1a February 2002
7.2.1 February 2002 7.1.1b February 2002
7.2.2 February 2002 7.1.1c February 2002
7.3 February 2002 7.1.1d February 2002
7.3.1 February 2002 7.1.1e February 2002
7.3.2 February 2002 7.2.1a February 2002
7.3.3 February 2002 7.2.1b February 2002
7.3.4 February 2002 7.2.1c February 2002
7.3.5 February 2002 7.2.2a February 2002
7.4 February 2002 7.2.2b February 2002
7.4.1 February 2002 7.2.2c February 2002
7.4.2 February 2002 7.3.1a February 2002

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 Johannes Mærsk Deck Operating Manual

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

Illustrations Illustrations
7.3.1b February 2002 8.2.2d February 2002
7.3.2a February 2002 8.2.2e February 2002
7.3.2b February 2002 8.2.2f February 2002
7.4.1a February 2002 8.2.3a February 2002
7.4.1b February 2002
7.4.3a February 2002
7.4.3b February 2002
7.5.1a February 2002
7.5.2a February 2002
7.5.3a February 2002
7.5.3b February 2002
7.5.4a February 2002
7.5.4b February 2002
7.5.5a February 2002
7.5.6a February 2002
7.6.1a February 2002
7.6.2a February 2002
7.6.3a February 2002
7.6.3b February 2002
7.6.4a February 2002
7.6.5a February 2002
7.7.1a February 2002
7.7.2a February 2002
7.7.2b February 2002
7.8.5a February 2002

Text
8.1 February 2002
8.2 February 2002
8.2.1 February 2002
8.2.2 February 2002
8.2.3 February 2002

Illustrations
8.1a February 2002
8.1b February 2002
8.1c February 2002
8.1d February 2002
8.2.2a February 2002
8.2.2b February 2002
8.2.2c February 2002

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 Johannes Mærsk Deck Operating Manual
Machinery Symbols and Colour Scheme

Stop Valve Stop Valve Electromagnetic Magnetic Filter Hopper Without Cover Automatic Start
Operated

Angle Stop Valve Angle Safety / Relief Valve Sounding Head with
Spool Piece Automatic Stop
Filling Cap

Screw Down Non-Return Direct Operated

Domestic Fresh Water Suction Bellmouth Discharge/Drain
Valve Control Valve Automatic Change

High Temperature Cooling Water

Angle Screw Down Non- Three-Way Valve Vent Pipe Air Horn
Controlled by Thermostat Orifice
Return Valve
Low Temperature Cooling Water

Vent Pipe with Sounding Head with Self-

Sea Water Lift Check Non-Return Valve Globe Wheel Valve Liquid Level Gauge Closing Cap and Sampling
Flame Screen
Cock (Self-Closing)
Hydraulic Oil
M Electric Motor Driven Blind (Blank) Flange Overboard Discharge
Gate Valve Gland Flange
Lubricating Oil

A Air Motor Driven Y-Type Strainer Cock With Locks

Butterfly Valve Regulating Valve
Saturated Steam

H Spectacle Flange Filter Regulating Valve

Condensate Butterfly Valve (Lug Type) Hydraulically Operated Orifice
( Open, Shut) With Strainer
Feed Water
Non-Return Valve Diaphragm Control Valve Gear or Screw Type Pump Deck Stand (Manual) Reciprocating Type Pump

Fire/Deck Water

Foot Valve Rotary Control Valve Hand Pump Float Level Gauge
CO2

Fuel Oil
Two-Way Cock Level Valve Centrifugal Pump Hydraulic Valve Block

Marine Diesel Oil

Steam Trap Without Strainer Eductor (Ejector) Hydraulic Pressure
Two-Way Cock (L-Type) Relief Valve
Air

Steam Trap With Strainer Flexible Hose Hand Operated Valve

Bilges Three-Way Cock (T-Type)

Electrical Signal Air Trap / Deaerating Valve Observation Glass

Hose Valve Tank Penetration

Instrumentation
Self-Closing Valve Simplex Strainer Flow Meter Remote Start and Stop

Not Connected Remote Start

Emergency Closing Valve Duplex Strainer
Crossing Pipe

Safety / Relief Valve Mud Box Connected Crossing Pipe Remote Stop

Temperature Control Valve Rose Box T Pipe Automatic Start and Stop

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 Johannes 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)
LC Level Controller
XXXX Letters outside the circle LS Level Switch
XXX of an instrument symbol
LT Level Transmitter
indicate whether high (H),
HH PAH Pressure Alarm High
high-high (HH), low (L)
or low-low (LL) function PAL Pressure Alarm Low
is involved
PI Pressure Indicator
O = Open
C = Closed PIC Pressure Indicating Controller
PIAH Pressure Indicator Alarm High
XXXX
Remotely Mounted PIAL Pressure Indicator Alarm Low
XXX
Transmitter and Tag Number PIAHL Pressure Indicator Alarm High Low
PS Pressure Switch
PT Pressure Transmitter
SAH Salinity Alarm High
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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 Johannes Mærsk
INTRODUCTION
General
Although the ship is supplied with shipbuilder’s plans and manufacturer’s
instruction books, there is no single handbook which gives guidance on
operating complete systems as installed on board, as distinct from individual
items of machinery.
The purpose of this manual is to fill some of the gaps and to provide the ship’s
officers with additional information not otherwise available on board. It is
intended to be used in conjunction with the other plans and instruction books
already on board and in no way replaces or supersedes them.
Information pertinent to the operation of the Johannes Mærsk has been
carefully collated in relation to the systems of the vessel and is presented
in two on board volumes consisting of DECK OPERATING MANUAL and
MACHINERY OPERATING MANUAL.
The Deck Operating Manual and the Machinery Operating Manual are
designed to complement Marpol 73/78, ISGOTT and Company Regulations.
The vessel is constructed to comply with Marpol 73/78. These regulations
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994 and 1995.
Officers should familiarise themselves with the contents of the International
Convention for the Prevention of Pollution from Ships.
Particular attention is drawn to Appendix IV of Marpol 73/78, the form
of Ballast Record Book. It is essential that a record of relevant ballast
operations are kept in the Ballast Record Book and duly signed by the
officer in charge.
In many cases the best operating practice can only be learned by experience.
Where the information in this manual is found to be inadequate or incorrect,
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.
Safe Operation
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping
and are detailed in the various manuals available on board. However, records
show that even experienced operators sometimes neglect safety precautions
through over-familiarity and the following basic rules must be remembered
at all times.
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1. Never continue to operate any machine or equipment which
appears to be potentially unsafe or dangerous and always report
such a condition immediately.
2. Make a point of testing all safety equipment and devices
regularly. Always test safety trips before starting any
equipment.
3. Never ignore any unusual or suspicious circumstances, no
matter how trivial. Small symptoms often appear before a
major failure occurs.
4. Never underestimate the fire hazard of petroleum products,
especially fuel oil vapour.
5. Never start a machine remotely from the control room
without checking visually if the machine is able to operate
satisfactorily.
In the design of equipment and machinery, devices are included to ensure
that, as far as possible, in the event of a fault occurring, whether on the part of
the equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If these safety devices
are neglected, the operation of any machine is potentially dangerous.
Description
The concept of this Deck Operating Manual is to provide information to
technically competent ship’s officers, unfamiliar to the vessel, in a form that is
readily comprehensible and thereby aiding their understanding and knowledge
of the specific vessel. Special attention is drawn to emergency procedures
and fire fighting systems.
The manual consists of a number of parts and sections which describe the
systems and equipment fitted and their method of operation related to a
schematic diagram where applicable.
The first part of the manual details the ship’s principal data and includes
general arrangement and capacity plans as well as ship handling and
performance data.
The second part details the cargo systems including the cargo arrangement
and securing, hold ventilation and the ballasting system.
Part three describes the loading and unloading procedures and handling of
hazardous cargoes.
Part four details the ship’s control centre.
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Deck Operating Manual
Part five details the emergency fire fighting system incorporated on the
vessel, providing information on their operation and system capacities. It also
details the procedures to be followed in the event of various navigational
emergencies
Part six deals with the mooring arrangements, lifting equipment and lifesaving/
safety equipment.
Part seven details the bridge equipment and its operation.
Part eight describes the vessel’s loading computer and trim and stability.
It gives examples of the calculations that would be performed should the
loading computer fail.
The identification valves and fittings used in this manual are the same as
those used by the shipbuilder.
Illustrations
All illustrations are referred to in the text and are located either in the text
when sufficiently small or above the text on a separate page, so that both the
text and illustration are accessible when the manual is laid face up.
When text concerning an illustration covers several pages, the illustration is
duplicated above each page of text.
Where flows are detailed in an illustration these are shown in colour. A
key of all colours and line styles used in an illustration is provided on the
illustration. Details of colour coding used in the illustrations are given in the
illustration colour scheme.
Symbols given in the manual adhere to international standards and keys to the
symbols used throughout the manual are given on the symbols pages.
Notices
The following notices occur throughout this manual:
WARNING
Warnings are given to draw reader’s attention to operations where
DANGER TO LIFE OR LIMB MAY OCCUR.
CAUTION
Cautions are given to draw reader’s attention to operations where
DAMAGE TO EQUIPMENT MAY OCCUR.
(Note: Notes are given to draw the reader’s attention to points of interest or
to supply supplementary information.)
Front Matter - Page 10 of 10
 Part 1: Ship Information

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

1.1.5a Deck Plans - Upper, A and B Decks

1.1.5b Deck Plans - C, D and E Decks

1.1.5c Deck Plans - F, G and Bridge Decks

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 Johannes Mærsk Deck Operating Manual
PART 1: SHIP INFORMATION
1.1 Principal Data
Illustration 1.1.1a General Arrangement

Elevation
Sewage Treatment Space for HFO Space for
Plant Additional Crane Tank Additional Crane
Engine Control Greyed out Area Refers to Top of DH
Room Positions for 45' Containers
H - Deck
G - Deck
F - Deck

IMO Visibility Line E - Deck

D - Deck
C - Deck
B - Deck
A - Deck
Bosun's
Chain Store Upper Deck
Locker Void
space Passageway Passageway
Deck 1 Heeling
Deck 2 Tank Water
Ballast
Floor

Water Water
Ballast Ballast
00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 Tanks Heavy Fuel Oil Tanks
Diesel Oil
Water Auxiliary Control Water Water HFO Water Water Water Water Thruster
Cofferdam
Ballast Room Ballast Ballast Tank Ballast Ballast Ballast Ballast Room Cross Section
Bilge Water Fresh Water
Tank Tank
Upper Deck

Length overall: 216.838m

Length between perpendiculars: 203.795m
Hatch No.11-P
Breadth moulded: 32.220m
Engine Hatch No.10 Hatch No.9 Hatch No.8 Hatch No.7 Hatch No.6 Hatch No.5 Hatch No.4 Hatch No.3 Hatch No.2 Depth moulded: 18.150m
Room Hatch No.1
Design draught moulded: 10.750m
Scantling draught moulded: 12.250m
Air Hatch No.11-S Full load displacement: 49,434MT
Condition Lightship weight: 14,337MT
Plant

Service speed: 85% MCR 23.0 knots

Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Main engine MCR: 31,920kW at 104 rpm
Fuel Oil Cruising range at cruising speed: 16,700nm + 4 days
Fuel Oil Fresh Water Water Ballast Tank Top
Bow Thruster Fuel oil capacity (98%): 4,985m3
Compartment
Water ballast capacity (100%): 11,018m3

Water Container Capacity (9'6"):

Ballast
On deck: 1,352 + 258TEU
In hold: 581 + 192TEU
Water Total 2,833TEU
Ballast

Reefer Positions:
On deck - air cooled: 248FEU
In hold - FW cooled: 352FEU
Lubricating Oil Total 600FEU

Issue: 1 1.1 Principal Data - Page 1 of 8

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

Elevation

40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01

13 13 13

13 13 13 13 13 13 13 13 13 13 12 12 13 2 2 3 3 3 3 4 4
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 4 4
IMO Visibility Line
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 (11R) 13 (11R) 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (10R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 11 11 9
13 (11R) 13 (11R) 13 (13R) 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 11 11
7
11 (11R)
7 5
5 11 11 11 11 11 11 11 11
5 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 5 3
5 5 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 11 (11R) 11 9 (9R) 9 7 (5R) 5 3 3 1
1 1 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 9 (9R) 9 7 (7R) 7 5 (5R) 5 1 1 1
9 (9R) 9 11 (11R) 11 11 (11R) 11 11 (11R) 11 9 9 (9R) 7 (7R) 7 5 (5R) 5 3 (3R) 3 1 1

5 (5R) 5 9 (9R) 9 9 (9R) 9 9 (9R) 9 7 7 (7R) 5 (5R) 5 3 (3R) 3 1 (1R) 1

Cargo Hold
No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1

(Note: Either bay 44 tier 84 or bay 48 tier 82 to be used as reefer positions.)

Note: Greyed out Area in Elevation Refers to
Positions for 45' Containers

94 11 09 07 05 03 01 00 02 04 06 08 10 12

92

90

88

86

84
Cross Section
82
80
12 09 07 05 03 01 00 02 04 06 08 10

10

08

06

04 09 10

02 07 05 03 01 00 02 04 06 08

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 Johannes Mærsk Deck Operating Manual
Illustration 1.1.3a Tank Capacity Tables

Heavy Fuel Oil Tanks (s.g. 0.990)

Diesel Oil Tanks (s.g. 0.900)
Location Capacity V.C.G. L.C.G. T.C.G.
Tank Name
(Frame No.) 100% Full m m m
m3 Location Capacity V.C.G. L.C.G. T.C.G.
Tank Name
(Frame No.) 100% Full m m m
HFO Side Tank (Port) T100 136-174 745.2 8.28 124.26 13.44 m3

HFO Side Tank (Starboard) T101 136-174 745.2 8.28 124.26 -13.44 DO Storage Tank (Port) T200 44-54 140.1 9.83 39.94 12.21

HFO Double Bottom Tank (P) T102 136-174 649.3 2.32 122.57 8.99 DO Storage Tank (Starboard) T201 44-54 145.2 9.77 40.00 -12.06

HFO Double Bottom Tank (S) T103 136-174 649.3 2.32 122.57 -8.99 DO Service Tank (Starboard) T202 42-44 44.5 11.76 34.96 -10.66

HFO Deep Tank Forward (P) T104 136-140 553.9 10.90 110.27 6.97 DO Tank - Emergency Generator T203 30-33 3.9 19.32 25.74 7.24

HFO Deep Tank Forward (S) T105 136-140 567.8 10.78 110.29 -6.66 Total 333.6 10.17 39.14 -1.46

HFO Double Bottom Tank (C) T106 100-136 358.7 0.82 94.51 -0.00

HFO Double Bottom Tank (C) T107 62-100 379.7 0.82 64.94 -0.00

HFO/MDO Overflow Tank T108 43-58 78.9 1.48 41.74 4.40

HFO Service Tank T109 39-42 70.0 13.83 33.00 11.77

HFO Service Tank T110 36-39 67.5 13.94 30.62 11.74 Lubricating Oil Tanks (s.g. 0.900)
HFO Settling Tank T111 30-36 119.5 14.33 27.09 11.75
Location Capacity V.C.G. L.C.G. T.C.G.
Tank Name
Total 4985.0 6.39 107.82 0.69 (Frame No.) 100% Full m m m
m3

LO Circulation Tank (Centre) T500 35-52 52.1 1.29 34.92 0.00

LO Storage Tank - Aux. Engines T502 20-22 39.5 15.37 17.49 -13.45

LO Storage Tank - Main Engine T503 22-26 83.4 15.22 19.89 -13.46
Fresh Water Tanks (s.g. 1.000)
Stern Tube Drain Tank T504 18-21 15.6 1.35 16.47 -0.00

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

Tank Name LO Cleaning Tank T505 14-18 71.9 15.60 13.54 -13.43
(Frame No.) 100% Full m m m
m3
Cylinder Oil Storage Tank T506 9-14 82.4 15.79 9.97 -13.41
Fresh Water Tank (Port) T300 56-62 107.2 9.70 47.60 12.64
Cylinder Oil Storage Tank T507 4-9 74.6 16.00 6.00 -13.40
Fresh Water Tank (Starboard) T301 56-62 141.1 9.49 47.56 -11.36
Total 419.4 13.30 15.90 -11.26
Total 248.4 9.58 47.57 -0.99

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 Johannes Mærsk Deck Operating Manual
Illustration 1.1.3b Tank Capacity Tables

Miscellaneous Tanks Water Ballast Tanks (s.g. 1.025)

Tank Name Location Capacity V.C.G. L.C.G. T.C.G. Location Capacity V.C.G. L.C.G. T.C.G.
(Frame No.) 100% Full m m m Tank Name
(Frame No.) 100% Full A.B. Fwd AP m
m3 m3 m m

Waste Oil Tank T600 57-62 79.00 0.99 48.02 0.00 WB Fore Peak Tank (C) T400 243-270 576.4 7.31 199.99 0.00

Scavange Air Collecting Tank T601 42-45 9.60 1.57 35.42 -3.76 WB Double Bottom Tank (C) T401 230-243 109.6 2.78 187.70 0.06

Cooling Water Drain Tank T602 35-42 13.60 1.67 31.79 -3.45 WB Side Tank (P) T402 212-243 594.4 9.64 177.50 4.09

LO Purifiers Sludge Tank T603 47-55 10.80 7.10 41.28 -7.33 WB Side Tank (S) T403 212-243 594.4 9.64 177.50 -4.09

Swimming Pool Tank T604 40-44 35.30 19.96 34.09 8.76 WB Double Bottom Tank (C) T404 212-230 278.0 2.81 176.09 -0.00

HFO Drain Tank T605 35-43 16.50 1.65 32.29 3.49 WB Side Tank (P) T405 174-212 988.4 8.95 152.91 9.40

HFO Purifiers Sludge Tank T606 35-44 37.30 8.85 32.67 7.41 WB Side Tank (S) T406 174-212 988.4 8.95 152.91 -9.40

Bilge Water Tank T607 21-33 94.90 1.32 22.06 -0.00 WB Double Bottom Tank (P) T407 174-212 510.2 2.46 152.27 3.94

Distilled Water Tank T608 26-29 59.30 11.61 22.69 9.54 WB Double Bottom Tank (S) T408 174-212 511.0 2.46 152.30 -3.93

Stern Tube FW Cooling Tank T609 9-18 74.20 4.26 12.83 0.00 WB Double Bottom Tank (C) T409 138-174 363.5 0.82 124.57 -0.00

Cargo Hold Bilge Tank T610 44-56 127.80 5.76 41.59 8.27 WB Side Tank (P) T410 100-136 508.3 9.04 94.37 15.02

Waste Oil Tank T612 46-55 47.80 1.49 41.21 -4.34 WB Side Tank (S) T411 100-136 508.3 9.04 94.37 -15.02

Total 605.90 5.26 32.49 3.13 WB Double Bottom Tank (P) T412 100-136 695.0 1.85 94.36 10.33

WB Double Bottom Tank (S) T413 100-136 695.0 1.85 94.36 -10.33

WB Double Bottom Tank (P) T414 62-100 653.0 2.17 65.66 9.11
Operational Sea Chests (s.g. 1.025) WB Double Bottom Tank (S) T415 62-100 653.0 2.17 65.66 -9.11

Location Capacity V.C.G. L.C.G. T.C.G. Heeling Tank (P) T416 62-100 569.0 8.64 64.23 14.20
Tank Name
(Frame No.) 100% Full m m m
m3 Heeling Tank (S) T417 62-100 569.0 8.64 64.23 -14.20

Fire Fighting Sea Chest SC1 230-231 6.5 2.85 183.73 -1.08 WB Side Tank (S) T419 44-57 139.7 5.65 42.01 -8.38

High Sea Chest SC2 57-62 22.6 3.51 48.17 8.78 WB Aft Peak Tank (P) T420 4-18 254.2 11.83 10.22 3.83

Lower Sea Chest SC3 55-58 21.9 1.42 45.61 -4.81 WB Aft Peak Tank (S) T421 4-18 259.6 11.84 10.26 -3.94

Total 51.0 2.53 64.26 1.68 Total 11018.5 6.23 117.61 -0.11

Issue: 1 1.1 Principal Data - Page 4 of 8

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 Johannes Mærsk Deck Operating Manual
Illustration 1.1.4a Sounding Pipe Positions

21 22 23 5 6 7

20 38 36 17

11
18
Hatch No.11-P
19 12 4
13 3 2
Engine
1
Room
24
25 14
26 15 8 Hatch No.1
Air Hatch No.11-S Hatch No.2
16 9
Condition
27 Hatch No.10 Hatch No.9 Hatch No.8 Hatch No.7 Hatch No.6 Hatch No.5 10 Hatch No.4 Hatch No.3 35
34
Plant
33 32 31 30
29 39 28 37

Key

Sounding Pipes On Deck

Sounding Pipes in the Engineer's Alleyway

No.1 Ballast Tank T 400 No.16 Fuel Oil Tank T 103 No.31 Auxiliary Engine LO Storage Tank T 502
No.2 Ballast Tank T 401 No.17 Fuel Oil Tank T 100 No.32 Clean LO Tank T 505
No.3 Ballast Tank T 407 No.18 Fuel Oil Tank T 106 No.33 Cylinder LO Storage Tank T 506
No.4 Ballast Tank T 405 No.19 Bilge Well No.34 Cylinder LO Storage Tank T 507
No.5 Ballast Tank T 407 No.20 Diesel Oil Tank T 200 No.35 Ballast Tank T 404
No.6 Bilge Well No.21 Ballast Tank T 416 No.36 Ballast Tank T 410
No.7 Bilge Well No.22 Bilge Well No.37 Ballast Tank T 411
No.8 Ballast Tank T 408 No.23 Ballast Tank T 414 No.38 Fresh Water Tank T 300
No.9 Bilge Well No.24 Bilge Well No.39 Fresh Water Tank T 301
No.10 Ballast Tank T 406 No.25 Ballast Tank T 415
No.11 Fuel Oil Tank T 104 No.26 Ballast Tank T 417
No.12 Bilge Well No.27 Bilge Well
No.13 Ballast Tank T 409 No.28 Diesel Oil Tank T 201
No.14 Bilge Well No.29 Diesel Oil Tank T 202
No.15 Fuel Oil Tank T 105 No.30 Main Engine LO Storage Tank T 503

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 Johannes Mærsk Deck Operating Manual
Illustration 1.1.5a Deck Plans - Upper, A and B Decks
Upper Deck A Deck B Deck

Up
Dn

Workshop
Ox Garbage
Room Up Up
AC
CO2
Locker
Deck Pool Duty Mess
Emergency Generator Swimming
Stores Tank Dining Room
neil lindfield

Gymnasium Pool
Room

Elevator
Elevator
Shaft
Shaft

Vent
Elevator Laundry
Shaft

Galley

Engine Fire Engine

Hatch Engine Room Casing Station Casing

Dry
Ship's
Provisions
Control Centre
Vent
Cables Cables
Bonded
Cables Store

Up Dn
Beer Room
Ship's
Control
Centre
Infirmary Freezer Cold
Provisions Provisions
Suez Crew Air Conditioning
Plant

Up Up
Tally WC
Office
WC

Dn
Up

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 Johannes Mærsk Deck Operating Manual
Illustration 1.1.5b Deck Plans - C, D and E Decks

C Deck D Deck E Deck

Up

1st Engineer's
Spare Bedroom
Crew Crew Crew Junior Repair Man Repair Man 1st
Officer Engineer

Elevator Elevator Elevator

Shaft Shaft Locker Shaft
Up Dn

Crew 2nd Engineer Officer's

Dayroom

Up Up

Engine Crew Engine 3rd Engineer Engine

Chief
Casing Casing Casing
Steward's
Bedroom

Dn

Chief
Up Up Up Steward
Crew 2nd Officer
Cables Cables Cables

Up Dn

Chief
Officer
Crew Locker Crew's Dayroom Crew Crew 1st Officer Spare
Chief Officer's
Bedroom

Up

Issue: 1 1.1 Principal Data - Page 7 of 8

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 Johannes Mærsk Deck Operating Manual

Issue: 1

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 1.2 Ship Handling

1.2.1 General Information

Illustrations

1.2.2a Turning Circles

1.2.3a Visibility Diagram

1.2.4a Wind Scale / Squat Graphs

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 Johannes Mærsk Deck Operating Manual
1.2 SHIP HANDLING Main Engine Emergency Generator Engine
Maker: HSD Samsung - MAN B&W Maker: Demp A/S
1.2.1 GENERAL INFORMATION Model: 7K90MC-C Mk6 Type: MAN/D 2886 TE
Type: Two stroke, single acting direct reversible, crosshead No. of cylinders: 6 in line
Shipbuilder: Volkswerft Stralsund GmbH diesel engine with two constant pressure Bore: 121mm
Hull Number: 434 turbochargers and air coolers
Stroke: 152mm
Ship Name: JOHANNES MÆRSK No. of cylinders: 7
Rating: 218kW, 450V AC, 60 Hz, pf 0.8 at 1,800 rpm
Keel Laid: 23rd March 2001 Cylinder bore: 900mm
Delivered: 9th November 2001 Stroke: 2,300mm
Official Number: D3835 Output (MCR): 31,990kW at 104rpm Propeller (1 Set)
IMO Number: 9215189 Maker: Mecklenburger Metallguss GmbH
Direction of rotation: Clockwise looking from aft
MMSI No.: 219 982 000 Type: Fixed pitch
Specific fuel oil
Sat B No. (Tel): 3219 982 20/21 consumption: 127.9g/kW/h at 85% MCR No. of blades: 6
Sat B No. (Fax): 3219 982 22 Daily fuel oil Diameter: 7.350m
consumption: 115 MT/day at NCR Pitch (0.7R): 7.604m
Sat B No. (Data): 3219 982 23
Brake mean Weight: 46,400kg
Sat B No. (Telex) (OWFD): 3219 982 24 effective pressure: 18.0kg/cm2
Sat B No. (Data high speed:) 3910 241 49 Maximum cylinder
Sat C No. (OWFD): 4219 982 10 pressure at MCR 140kg/cm2 Steering Gear
Sat C No. (OWFD): 4219 982 11 Turbocharger: ABB TPL85-B11 Maker: Hatlapa
Nationality: Danish Type: R4ST550 - 4 ram - hydraulic
Port of Registry: AALBORG Rudder angle: 2 x 37.5°
Main Generator Engines
Radio Call Sign: OWFD2 Maker: MAN B&W Isolation system: Automatic
Type of Ship: Container Ship Type: Holeby 8 L 27/38
Navigation: World Wide No. of sets 3 Bow and Stern Thruster
Classification: Lloyds Register, LR, +100A1, Container Ship, No. of cylinders: 8 in line Maker: Kawasaki Heavy Industries
+LMC, UMS, NAV1, *IWS, SCM, L1 with the Bore: 270mm Model: KT-130B3
descriptive notation ShipRight SDA, FDA, CM Stroke: 380mm Capacity (each unit): 1,100kW
Output (MCR): 2,400kW
Length overall: 216.840m Rating: 2,290kW, 450V AC, 60 Hz, pf 0.8 at 720 rpm DECK MACHINERY
Length between perpendiculars: 203.795m Turbocharger: NR24/S
Windlasses
Breadth moulded: 32.220m
Maker: Hatlapa
Depth moulded: 18.150m Maker: MAN B&W
Type: Windlass and auto tension mooring winch
Designed draught moulded: 12.250m Type: Holeby 6 L 27/38
No. of sets: 2
Scantling draught moulded: 10.750m No. of sets 1
Lifting load: 459kN
Full load displacement: 49,434MT No. of cylinders: 6 in line
Pull: 160kN
Lightship weight: 14,337MT Bore: 270mm
Deadweight at scantling draught: 35,097MT Stroke: 380mm
Total number of TEUs (including 450 FEUs) 2,833 Output (MCR): 1,800kW Winches
Maker: Hatlapa
Service speed: 23.0 knots Rating: 1,720kW, 450V AC, 60 Hz, pf 0.8 at 720 rpm
Type: Auto tension mooring winch - electrically driven
Endurance: 16,700 nm + 4 days Turbocharger: NR20/S
with remote radio and local control
No. of sets: 4 (two single drum, two 3 drum)
Manning Design Complement: 28 persons + 6 Suez crew Pull: 160kN

Issue: 1 1.2 Ship Handling - Page 1 of 5

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 Johannes Mærsk Deck Operating Manual
Anchor Fire Pump BRIDGE EQUIPMENT
Type: Spek Manufacturer: Behrens Pumpen Satellite communication: Thrane & Thrane - Debeg 3220 C
No.of sets: 2 Model/type: VRW 5/350 G
Weight: 10,500kg Rating: 140/250m3/h at 7 bar VHF radio telephone (SCC): DEBEG 6301 CU

Fire and Bilge Pump

Cable Chains Facsimile receiver: Furuno fax - 214
Manufacturer: Behrens Pumpen
No.of sets: 2 Model/type: VRW 5/420 G
Dimensions: 330m (12 x 27.5 m), 81mm diameter (each set) Navtex receiver: ICS Nav 5
Rating: 140/240m3/h at 7/5.8 bar
Special quality: Steel grade 3
LRS equipment numeral: U+ Emergency Fire Pump VHF radiotelephone (BMCC): DEBEG VHF 63222 (2 pieces)
Manufacturer: Behrens Pumpen
Model/type: VRF 5/350 G D-GPS satellite navigator: AP Navigator Mk 10 DGPS (2 pieces)
Mooring Ropes Rating: 75m3/h at 7 bar
No. of sets: 14
Dimensions: 220m length each, 64mm diameter Ballast/Bilge Pump Loran C navigator: Furuno LC - 90 Mk 2
Breaking strength: 81 tons, spliced Manufacturer: Behrens Pumpen
No. of sets: 6 Model/type: VRW 7/350S Radar/anti-collision: Raytheon Marine
Dimensions: 220m length each, 56mm diameter Rating: 500/250m3/h at 2.5/3.4 bar
Breaking strength: 56.7 tons, spliced ECDIS: Raytheon Pathfinder/ST Mk 2 ECDIS
Ballast Pump
Manufacturer: Behrens Pumpen
Gyrocompass: Raytheon Gyrocompass, Standard 20
Hatch Covers Model/type: VRW 7/350S
Maker: MacGregor Rating: 500m3/h at 2.5 bar
Gyro auto pilot: Raytheon Nautopilot 2030
Type: Lift-away weathertight steel covers - one panel for
each opening Ballast/Bilge Eductor
Operation: With shore crane using 20ft or 40ft container Manufacturer: Korting Hannover AG Speed log: Consilium SAL 860
spreader Model/type: 13.37. So
Hatch No.1: Using 20ft spreader only Rating: 100m3/h at 2 bar Echo sounder: Raytheon Marine
Hatches No.2 to 10: Using 20ft or 40ft spreader Anti-Heeling System
Hatch No.11: Using 40ft spreader only Manufacturer: Hoppe Bordmesstecknik GmbH Wind measuring equipment: Young
Pump manufacturer: Maskinfabriken IRON A/S
CRANES Model: QT-2-300 Auto. fog bell/gong system: Scanacoustic
Cargo Rating: 550m3/h
Maker: Liebherr Bridge control of main engine: Lyngsø Marine
Type: Electro hydraulic
Hydraulic Power Pack (Remote Control Valves)
Manufacturer: BESI Armaturen
Capacity: 58/49 tonne SWL at 27.2/30.2m outreach Draught measuring system: ABB
System pressure: 140kg/cm2

Rudder angle indicator: Raytheon / DEIF

Stores CARGO EQUIPMENT
Maker: Dreggen Crane AS Loading computer: Maersk Data Loadstar
Type: Electric winch, travelling gantry
Capacity: 10 tonne SWL at 4m outreach over ship’s side

Issue: 1 1.2 Ship Handling - Page 2 of 5

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 Johannes Mærsk Deck Operating Manual
Illustration 1.2.2a Turning Circles

Normal Ballast Condition With Maximum Rudder Angle

Full Sea Speed(104 rpm)

Tactical Diameter: 0.48 n miles Tactical Diameter: 0.48 n miles

17.2 knots 16.2 knots

1' 43" 1' 46"

Advance: 0.44 n miles

14.7 knots 14.6 knots

Advance: 0.44 n miles

3' 09" 3' 06"
12.6 knots 12.7 knots
5' 58" 6' 14"

13.1 knots 14.0 knots

4' 33" 4' 38"

Port 24.7 knots Starboard 24.7 knots

Half Ahead (55 rpm)

Tactical Diameter: 0.41 n miles Tactical Diameter: 0.45 n miles

8.1 knots 9.2 kno52xx"

2' 59"
Advance: 0.38 n miles

7.1 knots 7.8 knots

Advance: 0.40 n miles

5' 07" 5' 08"
7.7 knots 8.4 knots
9' 10" 8' 38"

7.4 knots 7.7 knots

7' 00" 7' 05"

Port 14.6 knots Starboard 14.9 knots

Maximum Available Rudder Angle:

Hard Right or Starboard - 35°

Hard Left or Port - 35°

Issue: 1 1.2 Ship Handling - Page 3 of 5

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 Johannes Mærsk Deck Operating Manual
Illustration 1.2.3a Visibility Diagram

Eye Position

40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 02

13 13 13

13 13 13 13 13 13 13 13 13 13 12 13 13 2 2 3 3 3 3 4 4
IMO Visibility Line
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 4 4
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 (11R) 13 (11R) 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (10R) 13 11 11 9
13 13 (11R) 13 (13R) 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 11 11
11 (11R)

L.W.L L.W.L

Obscured Obscured
Distance Distance
Fe
Ae
FP FE
AE AP
Loaded: (Trim 12.25m) 16.10m Loaded: (Trim 12.25m) 394.90m
Ballast: (Trim 9.72m /5.65m) 19.80m Ballast: (Trim 9.72m /5.65m) 292.80m

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°.

Issue: 1 1.2 Ship Handling - Page 4 of 5

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 Johannes Mærsk Deck Operating Manual
Illustration 1.2.4a Wind Scale / Squat Graphs

9000m2

8000m2

7000m2

6000m2

5000m2
Wind Scale
200

190
4000m2
180

170
Athwart wind force = 0.52* 10 -4* w2
160 A = Athwart wind area in m2
150 W = Wind speed in m/s
3000m2
140

130
Wind Pressure (Tons)

120

100

100
2000m2
90

80 Squat - Mean Draught Increase Block Coefficient - 0.597

70
15
60
14
50
1000m2
40 13

30
12
20

10 11

0 10
5 10 15 20 25 30

Wind Speed (m/s) 9

Wind Scale 7 Draught increase FWD or AFT due to squat effect

320
could be more than the mean draught increase.
6
300 Key
Approximate wind area with a draught
Open Waters
280 No Deck Cargo 5
of 10 metres even keel, and from
1 Tier 0 - 6 tiers of deck cargo. Confined Waters
260 2 Tier 4
3 Tier
240 4 Tier 3
5 Tier 0.00 0.50 1.00 1.50 2.00 2.50 3.00 3.50 4.00
220 6 Tier Metres

200
Wind Pressure (Tons)

180

160

140

120

100

80

60

40

20

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

Wind Speed (m/s)

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 1.3 Performance Data

1.3.1 Fuel Oil Consumption / Power Data

1.3.2 Revolutions / Speed / Power Data

1.3.3 Limitations on Operating Machinery

Illustrations

1.3.1a Speed / Fuel Consumption Curves

1.3.2a Speed / Power Curves

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 Johannes Mærsk Deck Operating Manual
Illustration 1.3.1a Speed / Fuel Consumption Curves

24

22

Draught - 28.0 feet / 8.53 metres

Draught - 32.0 feet / 9.75 metres

Draught - 34.0 feet / 10.36 metres

20
Speed Draught - 36.0 feet / 10.97 metres
(knots)
Draught - 40.2 feet / 12.25 metres

Readings applicable for wind Beaufort force 5

18

16

14

20.0 30.0 40.0 50.0 60.0 70.0 80.0 90.0 100.0 110.0 120.0 130.0 140.0 150.0

Fuel Consumption
(Metric Tons / 24 hours)

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 Johannes Mærsk Deck Operating Manual
1.3 PERFORMANCE DATA Minimum Steering Speed
26 rpm corresponding to 6.5 knots
1.3.1 FUEL OIL CONSUMPTION/POWER DATA

Refer to Illustration 1.3.1a Barred/Critical Speed Range

Nil
1.3.2 REVOLUTIONS/SPEED/POWER DATA
Fuel Consumption Ship’s Condition
Ballast 8.19m aft 5.26m forward
Main engine load: 85%
Mean shaft horsepower: 31,920kW Number of Starts of Main Engine from Air Reservoir with Compressors
Stopped
Specific gravity of fuel at 15.6°C: 0.9452
14 in number down to a pressure of 15kg/cm2
Fuel oil temperature: 108°C
Specific fuel consumption: 176.31g/kW/h Maximum Available Rudder Angle
Daily consumption: 115 MT/day at 23.0 knots 35° to port or starboard

1.3.3 LIMITATIONS ON OPERATING MACHINERY Time and Distance to Stop

Ballast Condition
Engine Order: Rev/Min Speed Table
Time Distance
Full Sea Speed (24.7 kts) 10.00 1.64 nm
Engine Order Rpm Ballast Condition
Full Ahead (24.7 kts) to full astern 06.04 1.24 nm
Full sea ahead 104 24.1 knots
Full ahead 86 18.8 knots
Half ahead 70 15.0 knots
Slow ahead 52 11.0 knots
Dead slow ahead 26 6.5 knots
Dead slow astern 25 3.3 knots
Slow astern 37 5.2 knots
Half astern 54 7.2 knots
Full astern 70 7.7 knots

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 Johannes Mærsk Deck Operating Manual
Illustration 1.3.2a Speed / Power Curves

24

22

Draught - 28.0 feet / 8.53 metres

Draught - 32.0 feet / 9.75 metres

Draught - 34.0 feet / 10.36 metres

20
Speed Draught - 36.0 feet / 10.97 metres
(knots)
Draught - 40.2 feet / 12.25 metres

18 Readings applicable for wind Beaufort force 5

16

14

6 10 14 18 22 26 30 34 38 42 46

Horsepower
(BHP x 1000)

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 Part 2: Cargo System Description

2.1 Cargo Arrangement

2.1.1 Cargo Plan

2.1.2 Hatch Cover Arrangement

2.1.3 Cell Guide System

Illustrations
2.1.1a Cargo Bay/Row Plan Arrangement

2.1.2a Hatch Cover Arrangement

2.1.2b Hatch Covers Sealing Arrangement

2.1.3a Cell Guide System

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 Johannes Mærsk Deck Operating Manual
Illustration 2.1.1a Cargo Bay/Row Plan Arrangement

Key
20 foot container

40 foot containers (8.5 and 9.5 foot high)

20/40 foot stowage

40/45 foot stowage

Bay 48 Bay 44 Bay 41 Bay 40 Bay 39 Bay 37 Bay 36 Bay 35

94 94 94 94
92 92 92 92 92 92
90 90 90 90 90 90
88 88 88 88 88 88
86 86 86 86
84 84 86 86
84 84 84 84
82 82 82 82 82 82
80 12 11 12 11 12 11 12 11
12 10 08 06 04 02 00 01 03 05 07 09 11 12 10 08 06 04 02 00 01 03 05 07 09 11 12 12 12 12 12 12
10 10 10 10 10 10
08 08 08 08 08 08
06 06 06 06 06 06
10 08 06 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 07 09 04 04 04
02 02 02
10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09

Bay 33 Bay 32 Bay 31 Bay 29 Bay 28 Bay 27 Bay 25 Bay 24 Bay 23

92 92 92 92 92 92 92 92 92
90 90 90 90 90 90 90 90 90
88 88 88 88 88 88 88 88 88
86 86 86 86 86 86 86 86 86
84 84 84 84 84 84 84 84 84
82 82 82 82 82 82 82 82 82
12 11 12 11 12 11 12 11 12 11 12 11 12 11 12 11 12 11
12 12 12 12 12 12 12 12 12
10 10 10 10 10 10 10 10 10
08 08 08 08 08 08 08 08 08
06 06 06 06 06 06 06 06 06
04 04 04 04 04 04 04 04 04
02 02 02 02 02 02 02 02 02

10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09

Bay 21 Bay 20 Bay 19 Bay 17 Bay 16 Bay 15 Bay 13 Bay 12 Bay 11

92 92 92 92 92 92 92 92 92
90 90 90 90 90 90 90 90 90
88 88 88 88 88 88 88 88 88
86 86 86 86 86 86 86 86 86
84 84 84 84 84 84 84 84 84
82 82 82 82 82 82 82 82 82
12 11 12 11 12 11 12 11 12 11 12 11 12 11 12 11 12 11
12 12 12 12 12 12 12 12 12
10 10 10 10 10 10 10 10 10
08 08 08 08 08 08 08 08 08
06 06 06 06 06 06 06 06 06
04 04 04 04 04 04 04 04 04
02 02 02 02 02 02 02 02 02
10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09

Bay 09 Bay 08 Bay 07 Bay 05 Bay 04 Bay 03 Bay 01

92 92 92 92 92 92 92
90 90 90 90 90 90 90
88 88 88 88 88 88 88
86 86 86 86 86 86 86
84 84 84 84 84 84 84
82 82 82 82 82 82
12 11 12 11 12 11 10 08 07 09 10 08 07 09 10
12 10 08 07 09 11
12 12 12 12 12 12 08
10 10 10 10 10 10 06
08 08 08 08 08 08 04
06 06 06 06 06 06 02
04 04 04 04 04 04
08 06 04 02 00 01 03 05 07
02 02 02
06 04 02 00 01 03 05 06 04 02 00 01 03 05 06 04 02 00 01 03 05
10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09 10 08 06 04 02 00 01 03 05 07 09

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 Johannes Mærsk
PART 2: CARGO SYSTEM DESCRIPTION
2.1 CARGO ARRANGEMENT
2.1.1 CARGO PLAN
Cargo is located in containers of 20ft, 40ft and 45ft length; the 45ft long
containers are only loaded on deck in the upper tiers of the stacks. Containers
are generally 8ft 6in tall, but 9ft 6in tall containers may be loaded on deck or
in the holds provided that the total height limits are not exceeded. In cargo
holds No.2 to No.5, tiers of containers may be six high; up to five 9ft 6in
containers may be loaded in addition to one 8ft 6in container. In No.1 cargo
hold below No.1 hatch, only 20ft containers with a maximum tier stacking
of 5 containers can be stowed; below No.2 hatch a mix of 20ft and 40ft
units can be accommodated at a maximum tier stack of 5 containers. No.6
cargo hold can carry a mix of 20ft and 40ft units at a maximum tier stack
of 4 containers. Reefer containers must be loaded in specific locations in
order to allow for connection of the cooling water pipes and electrical power
for the refrigeration units.
The container stowage plan (See illustration 1.1.2a Container Cell Address
System) shows where containers of particular length as well as reefer
containers may be stowed. The ship is divided into bays, these are numbered
from forward, the even numbers are for 40ft locations and the odd numbers
are for 20ft locations.
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.
On deck they are numbered from the deck level and are designated 80, 82,
84, 86, 88, 90, 92 and 94.
The stowing of containers on deck must take account of visibility requirements
and the maximum stowing numbers for each stack is based upon SOLAS
visibility requirements.
Refrigerated containers must be loaded in designated places and oriented in
a particular way so that the reefer equipment is adjacent to electrical power
connections on deck and the cooling water and electrical power connections
in the cargo holds.
In the cargo holds, all 20ft and 40ft reefer containers must face aft, except in
bay 19 where they must face forward. All reefer containers on deck must face
aft apart from on bay 48 where they must face forward.
The ship has the capacity to carry 248 teu air cooled reefer containers on deck
and 352 teu water cooled reefer containers in the cargo holds.
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Deck Operating Manual
Reefer Bay Locations General Precautions Against Capsizing
Bay No. Location and Number of Containers
Although loading arrangements are made ashore it is the responsibility of the
09 Hold (21) and deck (23) vessel’s Master to ensure that the vessel is safe and seaworthy at all times and
13 Hold (33) and deck (24) the following points must be observed.
17 Hold (43) and deck (24)
• Compliance with the stability criteria does not ensure immunity
21 Hold (49) and deck (24)
against capsizing regardless of the circumstances or absolve
25 Hold (53) and deck (24) the Master from his responsibilities. The Master must exercise
29 Hold (53) and deck (24) prudence and good seamanship having regard to the season
of the year, weather forecasts and the navigational zone and
33 Hold (53) and deck (24) should take the appropriate action as to speed and course
37 Hold (47) and deck (24) warranted by the prevailing circumstances.
41 Deck (24)
44 Deck (33 / 22) • Care should be taken to ensure that the cargo allocated to the
ship is capable of being stowed so that compliance with the
48 Deck (0 / 11) criteria can be achieved. If necessary, the amount should be
Bay 44 can only load 40ft containers. limited to the extent that ballast weight may be required.
The ship’s power generating capacity is based upon the power requirement for
• Before a voyage commences care should be taken to ensure that
600 teu’s at 10.2kW for chilled and 6kW for frozen reefers.
the cargo and sizable pieces of equipment have been properly
(Note: The Loading Manual contains cross sectional drawings of all the bays stowed or lashed so as to minimise the possibility of both
with the positions of reefer boxes and box sizes shown.) longitudinal and lateral shifting while at sea, under the effect of
acceleration caused by rolling and pitching.
The Loading Manual gives details of container loading plans and also
indicates the vertical and transverse centre of gravity positions for containers.
• The Master should ensure that any loading conditions, not
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 draught, trim and angle of heel. The Loading Manual gives example
applied to GM (or KG) throughout the voyage as per IMO
calculations for determining such information but under normal circumstances
Resolution A.749 (l8) and SOLAS Chapter II-I Part B-1
the shipboard staff are not required to perform such calculations.
Regulation 25 respectively.
Loading and discharge of containers is controlled ashore and calculations
performed by computer. Loading must take account of the hold or deck space • The Master should ensure that only one pair of water ballast
available at the loading port, the size of container (length and height), whether tanks is slack at any one time.
reefer or not, the port of discharge and the nature of the cargo in the container,
hazardous goods require particular attention. Ship’s staff will be informed
about the number of containers and will have to deal with ballast pumping in
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
ensure that the ship is in a fit state for loading and discharge, that hatch covers
are free to be moved and that reefer containers are disconnected/connected
from/to the cooling water and electrical power supplies at the correct time. It
will also be necessary for the duty officer to ensure that the shore gangs are
aware of the use of the different type of container locking mechanisms. 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.
2.1 Cargo Arrangement - Page 2 of 11
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 Johannes 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. In the Loadstar loading computer, ensure that the free surface
moment (FSM) check box for the ballast tanks is ticked. 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° (maximum)
Trim ± 1° (maximum)

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

within these limits.

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 Johannes Mærsk Deck Operating Manual
Illustration 2.1.2a Hatch Cover Arrangement

40P
36P 32P 28P 24P 20P 16P 12P 08P

04P 02P

20C 16C

36C 32C 28C 24C 12C 08C

04S 02S

36S 32S 28S 24S 20S 16S 12S 08S

40S

No.1
Cargo
No.11 Cargo Hatch No.10 Cargo Hatch 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 Hatch

Cargo Port Side Centre Starboard Side

Hatch Dimensions Weight Dimensions Weight Dimensions Weight

(L x B) mm tonnes (L x B) mm tonnes (L x B) mm tonnes

No.1 7,044 x 9,232 14.0 - - 7,044 x 9,232 14.0

No.2 13,306 x 9,232 29.6 - - 13,306 x 9,232 29.6

No.3 13,306 x 10,479 32.4 13,203 x 7,484 25.4 13,306 x 10,479 32.4

No.4 13,306 x 10,479 32.4 13,203 x 7,484 25.0 13,306 x 10,479 32.4

No.5 13,306 x 10,479 32.4 13,306 x 7,492 25.1 13,306 x 10,479 32.4

No.6 13,306 x 10,479 32.4 13,203 x 7,484 25.0 13,306 x 10,479 32.4

No.7 13,306 x 10,479 32.4 13,203 x 7,484 25.0 13,306 x 10,479 32.4

No.8 13,306 x 10,479 32.4 13,306 x 7,492 25.1 13,306 x 10,479 32.4

No.9 13,306 x 10,479 32.4 13,203 x 7,484 25.0 13,306 x 10,479 32.4

No.10 13,306 x 10,479 32.4 13,203 x 7,484 25.0 13,306 x 10,479 32.4

No.11 13,306 x 8,613 21.4 - - 13,306 x 8,613 21.4

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 Johannes Mærsk Deck Operating Manual
2.1.2 HATCH COVER ARRANGEMENT Maximum Stack Weight on Hatch Covers Operation
Hatch 1 The lift-away covers are operated by means of a crane and a 20ft or 40ft
General
spreader or wire slings. The hatch covers on No.1 hatch can only be lifted with
20ft: 80.0 tonnes (No facility for 40ft containers) a 20ft spreader and the hatch covers on No.11 hatch can only be lifted with a
The weather deck hatch covers are of MacGregor lift-away type, operated by
crane for lifting and replacing. The equipment is designed according to the 40ft spreader. Lifting pots for the spreader are arranged longitudinally in the
Lloyd’s Register (LR) rules 1998 and Notice 1998 and to their approval. Hatches 2 to 10 Hatch 2 to 10 gravity centre of the cover. The top plate is reinforced in way of the spreader
foundations with doubling plates.
The equipment fulfils the International Load Line Convention 1966 with 20ft: 80.0 tonnes 40ft/45ft: 102.0 tonnes
amendments and SOLAS 1989 with amendments. Prior to fitting it may be necessary to remove turnbuckles and twist-locks
in way of the spreader and care should be taken to ensure that the spreader
Hatch 11 above engine room area
The hatch covers are designed to be lifted and replaced under the following is fitted correctly.
conditions: 40ft: 120.0 tonnes (No facility for 20ft containers)

Heel ± 1° (maximum)
Bay 44 Bay 48
Trim ± 1° (maximum)
40ft: 120.0 tonnes 40ft: 102.0 tonnes
Maximum Coaming Deflection Longitudinally

Deflection of the transversal hold beam: ± 10mm

Warping over the ship’s breadth: ± 100mm
Hogging/sagging: 0.8mm/m
Connection/
Disconnection
Hatch No.1 and No.2 have two cover panels and hatches No.3 to 10 have Reference
three panels, port, centre and starboard. Hatch 11, which does not run the full Lights
breadth of the ship, has a single panel, port and starboard.

Loads on Hatch Covers

The hatch covers are designed in accordance with the rules of the classification
society and calculated for the following loads:

Uniformly distributed load: 1.75 t/m2 (weather load)

The container stack load as per point load as well as weight distribution of
the containers is as below:

20ft means a 20ft container

40ft means a 40ft container
All figures relate to 8ft 6in high containers Spreader Lifting
Sockets

Example of a Shore Terminal Spreader Connected to a Hatch Cover

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 Johannes Mærsk Deck Operating Manual
Illustration 2.1.2b Hatch Covers Sealing Arrangement

Transverse Side of Non-Weathertight Hatch Cover Longitudinal Side of Non-Weathertight Hatch Cover

Hatch Hatch
Cover Cover
Flap Seal
Arrangement Compression Bar

Bearing Chock 100 x 50 x 10

Angle Bar

Hatch Chock Hatch

Coaming Bearing Coaming
Plate

Flap Seal Arrangement Watertight Hatch Seal Arrangement

Hatch Hatch
Cover Cover

Hatch
Rubber Packing Cover Hatch Cover
Anti-Lifting Fitting

Hatch Cover Locking and Sealing Arrangement

Compression Bar

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 Johannes Mærsk
Each hatch cover is equipped with four anti-lifting shackle type securing
devices with a securing latch above each one.
Each hatch cover panel is fitted with two fixation devices, one forward and
one aft, which maintain the covers seated in the correct longitudinal and
athwartships position. There are four guidance devices per hatch cover, two
forward and two aft, which guide the hatch when they are being lowered into
position. The extension arms welded to the weather deck first catch the cover
in a longitudinal direction, then the extensions on the hatch cover guide the
cover in the transverse direction. The hatch covers sit on the hatch coaming
via chocks, the mating surface on the coaming is a machined finish.
Hatch cover panels are not interchangeable and must always be refitted on
the hatch section from which they have been removed. Each hatch panel is
marked with its weight, hatch cover and bay index.
The lift-away covers can be operated in a non-sequential order.
The longitudinal joints are aligned with the hold containers, i.e. all of the
containers under a cover panel can be unloaded when the panel is removed.
Sealing
The sealing between the hatch cover and coaming for hatches No.1 to 3 and
the side panels of hatches No.4 to 11 is achieved by means of rubber packing,
which is fitted in the panel and tightens against the coaming. The packing is a
of cellular type, acting on top of the compression bar on the coaming.
The non-weathertight sealing between the hatch covers and coaming for the
centre panels of hatches No.4 to 10 is achieved by a labyrinth seal formed
by an angle bar on the coaming.
Watertight sealing between the hatch cover panels for hatches No.1 to 3 is
achieved by means of rubber packing which is fitted as one section and
tightens against a counter rubber on the other section. This MacGregor
Omega-type rubber packing is withdrawn by means of compressed air
(approximately 4 bar) before lifting off the covers. The compressed air piping
is fitted in the side panels.
Sealing between the hatch cover panels for covers No.4 to 10 is achieved by
means of double rubber flap seals. No operation is necessary on the sealing
when opening/closing the hatch covers. Drainage ways are fitted at each end
of the flap seal for the non-weathertight hatches.
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Identification of the Panels
Top plates of the hatch covers are marked with a description of the hatch
weight, bay number, row number and hatch number. Side plates and fore/aft
of hatch covers are marked with row, bay and hatch number.
The spreader lines at the lifting sockets are painted white, with the lifting
sockets themselves painted orange. The container corner fittings are painted
yellow.
Container Arrangement
Container fittings of the raised type (110mm high) and lashing plates are
arranged on the hatch covers.
The distance between containers is:
Transverse: 25mm or 300mm in way of the panel longitudinal joint on
the hatch covers.
Longitudinal: 650mm between 20ft containers, other than those 20ft
containers loaded on the centre hatch covers of No.3, 4, 6,
7, 9 and 10. In these positions it is EXTREMELY important
that only midlocks are used to secure the containers as the
longitudinal distance between them is 50mm.
40ft containers are stowed symmetrically.
The outermost containers rest on the ship’s side supports.
Any 45ft containers are stowed on bays No.04, 08, 12, 16, 20, 24, 28, 32, 36,
and 40, with stowing on the upper layers above layer 82.
In the cargo holds, 2 x 20ft container stacks of three or more must be locked
in place by a 40ft container on top.
Fixed lashing plates are welded on the top plate as follows:
2 holes (breaking load 50 tonnes) for 20ft containers
4 holes (breaking load 50 tonnes) for 40ft/45ft containers
Stopper plates are fitted to prevent turnbuckles from falling over the top plate
edge during the operation of the panels.
The actual container load for container lashings are based on the stack load
decided by the loose lashing maker.
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Deck Operating Manual
General Safety Instructions
Because of the large dimensions and the weight of the hatch covers (up
to 32.4 tonnes, including loose fittings) it is essential that cover panels are
prevented from swinging. Especially dangerous is a situation where the hatch
cover, while being opened, becomes lodged and is then suddenly released.
Care must be taken by all involved in the lifting and fitting of hatch cover
panels and those involved in the procedure must be warned of the dangers
before any operation. No loose equipment must be left on the cover panel
during lifting. Panels must only be lifted and fitted when the vessel’s list and
trim are within the limits indicated above.
When stacking the covers, there must be two persons available to assist
the crane operator.
Procedure for Stacking the Cover Panels
Stacking On Board
When stacking, the stacking supports of the upper panel must be resting on
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
stacked, the twist-locks and turnbuckles not higher than 260mm over the deck
plate, can remain in place. However, the turnbuckles in way of the inner ends
of the 20ft containers must not be higher than 160mm.
The covers can be stacked almost freely on all adjacent panels, whenever
practical.
Stacking on the Quay
Permission must be obtained to stack panels on the quay before the procedure
is commenced.
(Note: When stacking on the quay, there are no stacking guides. Therefore it
is essential to ensure that the stacking supports are really resting on
the stacking pads of the lower panel.)
2.1 Cargo Arrangement - Page 7 of 11
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 Johannes Mærsk Deck Operating Manual

Midlock Positions
on Centre Hatch for
No.3, 4, 6, 7, 9 and 10

Stacking Pads Spreader 20ft Spreader 40ft

for Hatch Covers Lifting Socket Lifting Socket

Hatch Covers Showing Identification Information

Stacking Pads
for Hatch Covers

Hatch Covers Stacking on the Quay

Issue: 1 2.1 Cargo Arrangement - Page 8 of 11

 Johannes 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 dropped.
a) Ensure that all personnel involved in the lifting procedure
understand the dangers involved and are aware of the signalling f) Connect the spreader to the lifting sockets.
procedures being used.
g) Manoeuvre the panel carefully against the longer stacking
b) Open all hold down devices on each hatch cover to be lifted guides at its home position and lower it onto the bearing
and check that they are clear. 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 the pressure; this action
d) Open the valve on the trunk pipeline. closes the Omega seal. The Omega valve can be closed when
air is no longer escaping.
e) Open the Omega valve for 20 to 30 seconds in order to retract
the Omega seal. j) Replace the hold down devices and check that they are secure.

f) Close the Omega valve.

Air Line Connection
Point for Inflating the
g) Check that the pressure on the gauge is in the green area. Omega Seal Pressure Indicator and
Omega Seal
Connection Point
h) Disconnect the air hose from the Omega valve and stow it
properly.

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

panel.

j) Check that there are no personnel or loose equipment on the

panel before 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), e) and i) apply only to hatches No.1 to 3 inclusive.)

a) Ensure that all personnel involved in the lifting procedure Air Line for Inflating the
Omega Seal
understand the dangers involved and are aware of the signalling
procedures being used.

b) Check the rubber packings for possible damage.

c) Clean the coaming top as well as the bearing pads on the Omega Seal Fitting
cargo rests.

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 Johannes Mærsk Deck Operating Manual
Illustration 2.1.3a Cell Guide System

40' - Container
Stopper

Doubler Plate

Cell Guide

Container

Fixed Cones

Hanging Stacker
Doubler Plate C16A
Stopper

Fixed Cone Doubler Plate Fixed Cone

Doubler Plate

40' - Container

20' - Container
Stopper
20' - Container 20' - Container
Doubler

Cell Guide
Bracket Bracket

Cell Guide
Container
20' - Container 20' - Container
Bracket Bracket

Fixed Cones
Bracket Bracket

Doubler Plate
Bracket Bracket
Stopper Hanging Stacker Hanging Stacker

Bracket
Fixed Cone Doubler Plate Fixed Cone Bracket Stopper

20' - Container 20' - Container Fixed Cone

Doubler Plate

Issue: 1 2.1 Cargo Arrangement - Page 10 of 11

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 Johannes Mærsk
2.1.3 CELL GUIDE SYSTEM
Cell guides are fitted in the holds and allow for the optimum loading and
removal of containers as they guide the container down or up in the hold
space. They consist of vertical steel angle bars running from just above the
bottom of the hold to the hatch coaming. The guides are located at the corners
of the container stack, the upper end of the guide is angled outwards in
order to provide an entry guide. Longitudinal positioning of the guides suits
20ft or 40ft containers.
Cell guides are permanent fixtures in the holds and they are attached to the
ship’s structure by means of welded brackets. Cell guides prevent movement
of a hold container stack in a seaway and so can be subjected to large
forces. They can also be subjected to damage during loading or discharge
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.
Cell
Guide
Stopper
Bar
Hold Cell Guides and Fittings
Issue: 1
Menu
Deck Operating Manual
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
the mid point doubling plate and act as guides to give the correct location
for the 20ft containers to ensure that they do not become misaligned in the
guides. Cones welded to doubler plates on the tank top at the bottom of the
cell guides to provide location points for the lower containers. Containers
rest upon each other in the holds and the cell guides prevent longitudinal
and transverse movement.
Hanging stackers are used in the corner points of the 20ft containers above
the base containers, to ensure their correct location and support in the stack.
The hanging stacker units are fitted into the container on the quay before
they are lifted onto the ship. When 2 x 20ft containers are loaded into a
hold in a stack of three or more, then the stack must be fixed by a 40ft
container on top.
Fixing a 20 Foot Stack with a 40 Foot Container
2.1 Cargo Arrangement - Page 11 of 11
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 2.2 Cargo Hold Ventilation

Illustrations

2.2.1a Cargo Hold Ventilation

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 Johannes Mærsk Deck Operating Manual
Illustration 2.2.1a Cargo Hold Ventilation

40P 36P 32P 28P 24P 20P 16P 12P

EC-35 08P
SC-25 EC-21 EC-13 SC-09

SC-17 SC-01
04P
SC-19 Bow Thrust
02P Room Exhaust
EC-31 EC-07
SC-33 16C EE-02
20C EC-05
EC-29 SC-26 SC-10 EC-02
EC-22 EC-14
36C 32C 28C 24C 12C 08C
SC-27 EC-23 EC-15 SC-11
EC-30 EC-06 EC-03
SC-34
EC-32 EC-08 Bow Thrust
04S 02S
SC-20 Room Supply
SC-04 SE-03
SC-18

SC-28 EC-24 EC-16 SC-12

EC-36 08S
40S 36S 32S 28S 24S 20S 16S 12S

No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1 Cargo Hold
Port Four Supply Fans Four Supply Fans Four Supply Fans Four Supply Fans Two Exhaust Fans
One Exhaust Fan SC-25: 21,000m3/h SC-19: 21,000m3/h SC-09: 17,700m3/h SC-01: 16,000m3/h EC-02: 4,500m3/h
EC-35: 2,820m3/h SC-28: 21,000m3/h SC-20: 21,000m3/h SC-12: 17,700m3/h SC-04: 16,000m3/h EC-03: 4,500m3/h
One Natural Suppy SC-33: 21,000m3/h SC-26: 21,000m3/h SC-17: 17,700m3/h SC-10: 16,000m3/h
Intake of 2,820m3/h SC-34: 21,000m3/h SC-27: 21,000m3/h SC-18: 17,700m3/h SC-11: 16,000m3/h Two Natural Suppy
Intakes
No.6 Cargo Hold Four Exhaust Fans Four Exhaust Fans Four Exhaust Fans Four Exhaust Fans Each of 4,500m3/h
Starboard EC-29: 21,000m3/h EC-21: 21,000m3/h EC-13: 17,700m3/h EC-05: 16,000m3/h
Key
EC-36: 2,100m3/h EC-30: 21,000m3/h EC-22: 21,000m3/h EC-14: 17,700m3/h EC-06: 16,000m3/h
One Natural Suppy EC-31: 21,000m3/h EC-23: 21,000m3/h EC-15: 17,700m3/h EC-07: 16,000m3/h
Supply Fans
Intake of 2,100m3/h EC-32: 21,000m3/h EC-24: 21,000m3/h EC-16: 17,700m3/h EC-08: 16,000m3/h

Exhaust Fans

Alleyway Natural Ventilation

with Goose Neck and Manual Flap

Natural Supply No.1 and No.6 Cargo Holds

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 Johannes Mærsk Deck Operating Manual
2.2 CARGO HOLD VENTILATION The supply ducting in cargo holds No.2 to 5 extends down to the bottom of
each hold with distribution outlets at each reefer container deck level. The
supply trunking is integral with the forward and aft bulkheads.
Introduction
In cargo hold No.1, No.6 port and starboard, each have exhaust ducts that
The reefer cargo hold forced ventilation system is designed to give six air
extend to the bottom of the hold, each has inlets at each deck level. The
changes per hour in cargo holds No.2, 3, 4, and 5. Each of the reefer cargo
supply air in these three cargo holds is from natural circulation, with lockable
holds is provided with an independent ventilation system comprising a number
swing type covers fitted to each inlet.
of air supply fans and the same number of exhaust fans, apart from No.1 and
No.6 port and starboard holds which do not carry reefers and therefore only
have exhaust fans and a natural supply. The following table gives details of the Operation of the Cargo Hold Ventilation System
supply and exhaust fans which are supplied by Sabroe Industries.
Normally the ventilation fans are started and stopped at the cargo ventilation
control panel in the ship control centre. Operators are to ensure that the swing
type covers above each fan are open before the fans are started.
No. of No. of Supply Exhaust Power Fan
Cargo Hold Supply Exhaust Capacity Capacity Fan Type Rating Speed
Fans Fans Each Fan Each Fan kW rpm
The electrical isolation group starter panels for ventilation fans for No.1 and
m3/h m3/h No.2 cargo holds (DB P9) is located in the Bosun’s store on the port side.
No.1 Nil 2 - 4,500 S-N8L5/Z0.55/400/G/2.5 0.95 3,400 This panel also contains the fan control for the bow thrust room. The port
engineers’ alleyway between watertight doors 1002 and 1004 contains the
No.2 4 4 16,000 16,000 A-M8L5/V0.95/630/G/3 3.59 1,725
electrical isolation group starter panels for No.3 cargo hold fans, DB P15. Also
No.3 4 4 17,700 17,700 A-M8L5/V1.3/630/G/3 3.59 1,725 located on this distribution board is the group starter for ventilation fan EE26
for the valve room. Cargo hold ventilation distribution boards DB P16 for
No.4 4 4 21,000 21,000 A-M8L5/V0.15/710/G/3 4.17 1,725
No.4 cargo hold and DB P8 for No.5 and 6 cargo holds are located between
No.5 4 4 21,000 21,000 A-M8L5/V0.15/710/G/3 4.52 1,725 watertight doors 1008 and 1006.
No.6 Pt Nil 1 - 2,820 S-N8L5/Z0.55/400/G/2.5 0.65 3,400
In addition to the cargo vent fan control panel, the ventilation fans can be
No.6 Stbd Nil 1 - 2,100 S-N8L5/Z0.55/400/G/2.5 0.65 3,400 stopped from the following:
• Emergency stop switch on the bridge aft bulkhead control
panel
Each axial flow fan is directly coupled to a totally enclosed, fan-cooled,
marine type electric motor. For cargo holds No.2 to 5, which each have • Fire control panel in the fire control station, group 3
four supply fans, two are located on the aft watertight bulkhead and two
on the forward watertight bulkhead of their respective holds, with the four In the event of fire, stop all ventilation fans and close all swing type hatches.
exhaust fans located at the mid-hold pillar. For No.1 and No.6 (port and
starboard) cargo holds, the exhaust fans are located on their respective aft
watertight bulkhead.

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

Exhaust ducting in hold No.2, extends from the fan housing at 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
reefer container level. The two outermost air exhaust ducts also have five
inlets but only extend down to the 5th deck. At this deck there are two inlets,
one on each side of the trunking. In cargo holds No.3, 4 and 5 the exhaust
ducting from each fan extends down to the bottom of each hold with inlets at
each reefer container deck level.

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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

2.3.4 Anti-Heeling System

Illustrations

2.3.1a Ballast System - Mimic Panel

2.3.2a Hydraulic Remote Valve Operating System

2.3.3a Ballasting Operation

2.3.3b Deballasting Operation

2.3.4a Anti-Heeling System

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

SEA T416 T410 T405

CHEST Heeling T402
HFO
721 721 721 HIGH Tank
038 036 048 721 721 721
021 015 010
721 HFO
046 T401

T414 T412 T407

PRESSURE SUCTION
4 1.5 721
-1 -0.5 0 0.5 1 1.5 029
3 1
SUCTION
0.5
2 bar bar
721 721 0 721 721 721 721 721
042 034 1 019 014 009 006 002
-0.5 721
0 -1 027

START BILGE AND

0 25 50 75 100% BALLAST
PUMP T404
721
T420 STOP 028
721
001
T421 721 721
0 25 50 75 100% START 003 004

BALLAST
721 STOP PUMP
033 721
024
721 721 721 721 721 721
040 016 013 011 008 005
4 1.5
721
3 1
721 022 T400
0.5 023
2 bar bar
0
SUCTION 1 -0.5
-1 -0.5 0 0.5 1 1.5
721 0 PRESSURE -1 SUCTION
045 T415 T413 T409 T408
T419
721 721 721
020 012 007
HFO
721 721 721
039 032 043
SEA T417
CHEST Heeling HFO T403
DEEP Tank T411 T406

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 Johannes Mærsk Deck Operating Manual
2.3 BALLAST SYSTEM Water is added to or removed from the ballast tanks in order to maintain The valves are actuated hydraulically, the remote valve operating system is
the correct draught and trim of the ship and to ensure optimum stability. No described in detail in the following section, 2.3.1.
2.3.1 SYSTEM DESCRIPTION more than one tank or pair of tanks should be partly filled (slack) at any
Ballast water can be contained in the following tanks: one time as slack tanks produce a free surface effect which is detrimental Both the ballast pump and ballast/bilge pump are fitted with air driven
to stability. priming units.

Water Ballast Tanks

The heeling tanks, T416 (P) and T417 (S), are an exception to this as they Ballast tank level indication and alarm condition is displayed on the operator
are partly filled and are used to adjust the trim of the ship when loading watch station (OWS) adjacent to the mimic console.
Location Capacity VCG LCG TCG
or unloading containers. Water is pumped from the port heeling tank to
Tank Name (Frame No.) 100% Full AB Fwd AP
3
m the starboard heeling tank, or vice versa, in order to keep the ship in the All ballast and deballasting operations for each tank must be entered into
m m m
upright position. The heeling tanks are filled and emptied via the ballast the ballast log record book, form ID 207Q, stating date, ship’s position,
WB Fore Peak Tank (C) T400 243-270 576.4 7.31 199.99 0.00 pumping system. temperature, specific gravity, pumped quantity, tank quantity and any further
WB Double Bottom Tank (C) T401 230-243 109.6 2.78 187.70 0.06 remarks. Refer to IMO Resolution A868(20) and Lloyds Regulations for the
Pumps which serve the ballast system are: Classification of Ships, Reg. 6.2.1.b.iii ‘Cargo and Ballast History’.
WB Side Tank (P) T402 212-243 594.4 9.64 177.50 4.09

WB Side Tank (S) T403 212-243 594.4 9.64 177.50 -4.09 Ballast Pump
WB Double Bottom Tank (C) T404 212-230 278.0 2.81 176.09 -0.00
No. of sets: 1
Maker: Behrens Pumpen
WB Side Tank (P) T405 174-212 988.4 8.95 152.91 9.40
Type: Vertical, centrifugal with air eductor priming unit
WB Side Tank (S) T406 174-212 988.4 8.95 152.91 -9.40
Model: VRW 7/350 S
WB Double Bottom Tank (P) T407 174-212 510.2 2.46 152.27 3.94
Capacity: 500m3/h at 2.5 bar
WB Double Bottom Tank (S) T408 174-212 511.0 2.46 152.30 -3.93

WB Double Bottom Tank (C) T409 138-174 363.5 0.82 124.57 -0.00 Ballast/Bilge Pump
WB Side Tank (P) T410 100-136 508.3 9.04 94.37 15.02
No. of sets: 1
Maker: Behrens Pumpen
WB Side Tank (S) T411 100-136 508.3 9.04 94.37 -15.02
Type: Vertical, centrifugal with air eductor priming unit
WB Double Bottom Tank (P) T412 100-136 695.0 1.85 94.36 10.33
Model: VRW 7/350 S
500/250m3/h at 2.3/3.4 bar
WB Double Bottom Tank (S) T413 100-136 695.0 1.85 94.36 -10.33
Capacity:
WB Double Bottom Tank (P) T414 62-100 653.0 2.17 65.66 9.11

WB Double Bottom Tank (S) T415 62-100 653.0 2.17 65.66 -9.11 Ballast/Bilge Eductor
Heeling Tank (P) T416 62-100 569.0 8.64 64.23 14.20 No. of sets: 2
Heeling Tank (S) T417 62-100 569.0 8.64 64.23 -14.20 Maker: Korting Hannover AG
WB Side Tank (S) T419 44-57 139.7 5.65 42.01 -8.38
Model: 13.37.So
Capacity: 100m3/h at 2 bar
WB Aft Peak Tank (P) T420 4-18 254.2 11.83 10.22 3.83

WB Aft Peak Tank (S) T421 4-18 259.6 11.83 10.26 -3.94
The ballast pump can take suction from the sea water suction manifold and
Total 11018.5 6.43 117.61 -0.11 the water ballast tanks. The ballast/bilge pump can take suction from the sea
water suction manifold, the water ballast tanks and the main bilge system
which includes the cargo hold bilge wells. The pumps are used for supplying
Water Ballast Tanks water to drive the ballast/bilge stripping eductors. The eductors are used for
Sea water SG=1.025 stripping the ballast tanks and bilges.
(Note: VCG Measured from BL
The ballast system is controlled from the ship’s control centre via a mimic
LCG Measured from midship (+ forward, - afterward)
panel console which enables the pumps to be started and stopped and ballast
TCG Measured from CL (+ starboard, - port))
system valves to be opened and closed remotely.

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 Johannes Mærsk Deck Operating Manual
Illustration 2.3.2a Hydraulic Remote Valve Operating System

Hydraulic Unit PIAL Key

PI

N
Hydraulic Supply

Hydraulic Return

M M Control and Instrumentation

Hatch No.11-P

Hatch No.10 Hatch No.9 Hatch No.8 Hatch No.7 Hatch No.6 Hatch No.5 Hatch No.4 Hatch No.3 Hatch No.2

Hatch
No.1

Hatch No.11-S

A721-040 A721-019 A721-016 A721-012 A721-011 Ballast Valves A721-007 A721-003 A721-001
Ballast Valves
A721-042 A721-021 A721-020 A721-013 A722-007 A721-008 A721-004 A721-002 Ballast Valves
Ballast Valves Ballast Valves Ballast Valves
Ballast Valves A721-024 A721-022 A721-014 A722-008 Bilge Valves A721-009 A721-005 A722-001
A721-027 A721-023 A721-015 A722-009 A721-010 A721-006
A721-029 A721-028 Ballast Valves A722-010 A723-117 A722-004 A722-002
Bilge Valves
A721-032 A722-011 Bilge Valves A723-118 A722-005 Bilge Valves A722-003
A721-034 A721-033 A722-012 A723-119 A722-006
A721-036 A721-039 A723-120 Fuel Oil Bunker
A721-038 A721-043 A723-121 Valves
Ballast Valves A721-046 A721-045 A723-122
A721-048 A722-014 A723-183
Bilge Valves
A721-013 A722-015 A723-174
A721-016 A723-011
A721-190 A723-012
A723-013
Fuel Oil Bunker
A723-014
Valves
A723-015
A723-016
A722-189

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 Johannes Mærsk Deck Operating Manual
2.3.2 HYDRAULIC REMOTE VALVE OPERATING SYSTEM The power pack unit has an oil reservoir, charged with nitrogen, and two Valves Operated by Each Valve Control Unit
electric motor driven gear pumps which maintain oil pressure. The oil
Maker: BESI Armaturen Valve Controller VC 2.4.3
reservoir has sufficient capacity to allow compensation for leakage from the
System pressure: 140kg/cm2 system for about five minutes. One pump is selected as the duty pump and it Located aft in the engine room on the port side outside ECR.
will operate to maintain pressure in the system. The pumps should be changed
over each week in order to ensure that both power pack pumps achieve System Valve No. BESI No.
INTRODUCTION approximately equal running hours. A721-040 1
A721-042 2
A number of valves throughout the machinery spaces and ship are remotely The control panel for the hydraulic power pack is provided with a main power
operated by hydraulic means from the ship’s control centre and engine control Valve Controller VC 2.4.1
source switch and indicator lights showing if the power is from the main
room. Valves are fitted with hydraulic actuator units allowing the valves to AC supply or from the DC emergency supply. The hydraulic power unit has Located forward in the engine room on the port side at 5 deck level.
be opened and closed from the ship’s control centre via a mimic panel. The start and stop buttons for the two pump units together with lights showing
valves have valve positioners fitted so that the position of the valve, open if the pump is running or in service. A test lamp on the panel is used to System Valve No. BESI No.
or closed, can be seen locally and indicated on the mimic panel. The system assess the state of the power and a pressure gauge indicates the hydraulic A721-019 4
also has pressure and temperature compensating blocks so that variations in power in the system. A721-021 5
pressure and temperature which are not produced by the controller are not A721-024 6
allowed to activate the system. On the mimic panel are switches which can be A721-027 7
moved to the open or closed position, the direction of the switch indicating Procedure for Operating the Remote Closing Valve System A721-029 8
the open or closed position. An indicator lamp is illuminated red if the valve A721-034 10
is closed and green if open. a) Ensure that the oil system is fully charged and that there are
A721-036 11
no leaks evident.
A721-038 12
There are three separate systems for ballast, bilge and fuel oil valves, each A721-046 13
having its own control panel. The bilge mimic panel is located on the main b) Turn the power switch to the ON position and ensure that the
A721-048 14
control console in the engine control room whilst the ballast and fuel oil power light illuminates.
A722-013 15
mimic panels are located at the pumping station in the ship’s control centre. A722-016 16
Pumps associated with the particular mimic panel can be started and stopped c) Press the START button on the selected operating pump
A722-190 17
from that panel. and ensure that the IN SERVICE light illuminates and the
RUNNING light illuminates when the pump is running. Valve Controller VC 2.4.2
There is a central hydraulic power pack, located on the port side of the Located forward in the engine room on the starboard side at 5 deck level.
engine room, which provides hydraulic power for operating the valves. Valve d) Check the pressure rise on the pressure gauge and check that
controllers are grouped in racks, there being eight racks, each controlling the pump cuts out at the pressure of 140 bar. System Valve No. BESI No.
a number of valves. The racks are supplied with hydraulic power from the A721-016 16
power pack unit and with electrical signals to operate the individual solenoid e) Check that the second pump unit is operational. A721-020 19
valves which direct pressure oil to, and vent oil from, the valve actuators. This A721-022 20
reduces the amount of hydraulic piping required from the power pack to the f) The system is now ready for operation. A721-023 21
valve actuators. The racks are located close to the valves they control. A721-028 22
g) Operate the valve control switches for the selected valves A721-032 23
There are power pack pump controls, alarm indicators and a pressure gauge for on the mimic panels in order to open or close the selected A721-033 24
the hydraulic system at the bilge mimic panel and at the fuel oil transfer panel. valves when setting the pipeline system. The valves will open A721-039 25
when the switch is rotated into an in line position with the A721-043 26
The opening or closing of a valve is activated by turning the switch on the pipeline flow. A721-045 27
mimic panel. This operates a solenoid valve which directs oil from the power A722-014 28
pack to the valve actuator and returns vent oil from the actuator in order to (Note: The ballast and ballast/bilge pump discharge valves are of the A722-015 29
move the valve in the desired direction. proportionating type with an LED indication of the valve % A722-189 30
open/closed position.) A723-111 31
In an emergency valves can be opened or closed by means of the portable hand A723-112 32
pump unit which is provided. This portable unit connects to the emergency h) When the pipeline is set, start the selected pump and check that A723-113 33
connections on the valve hydraulic actuator and the valve may be closed the system is pumping as intended. A723-114 34
or opened locally by operation of the hand pump. The power pack has an A723-115 35
emergency hand pump but in the event of pipeline failure the portable hand i) Each day press the LAMP TEST button in order to check that A723-116 36
pump must be used. the lamps are illuminating.

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 Johannes Mærsk Deck Operating Manual

Solenoid Valve Block Controller Box

Hydraulic Power Pack Unit

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 Johannes Mærsk Deck Operating Manual
Valve Controller VC 2.4.4 Valve Controller VC 2.4.7
Located at the centre, aft part of hold 4. Located at the centre, aft part of hold 1.

System Valve No. BESI No. System Valve No. BESI No.
A721-012 37 A721-003 61
A721-013 38 A721-004 62
A721-014 39 A721-005 63
A721-015 40 A721-006 64
A722-010 41 A722-002 65
A722-011 42 A722-003 66
A722-012 43
Valve Controller VC 2.4.8
Valve Controller VC 2.4.5
Located at the centre, forward part of hold 2.
Located at the centre, aft part of hold 3.
System Valve No. BESI No.
System Valve No. BESI No. A721-001 67
A721-011 44 A721-002 68
A722-007 45 A722-001
A722-008 46
A722-009 47
A723-017 48
A723-018 49
A723-019 50
A723-020 51
A723-021 52
A723-022 53
A723-183 70
A723-174 3

Valve Controller VC 2.4.6

Located at the centre, aft part of hold 2.

System Valve No. BESI No.

A721-007 54
A721-008 55
A721-009 56
A721-010 57
A722-004 58
A722-005 59
A722-006 60

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 Johannes Mærsk Deck Operating Manual
Illustration 2.3.3a Ballasting Operation

H LI WB
56500 Tank No.410
From Cargo Hold Heeling
Discharge to Tank Bilge System Tank No.416
H 038 T610 HFO

H
021 LI
015 Tank
Discharge from the Cargo 56560

A722 Bilge Pump

015 Sea LI
Void 56450
Chest
From Working
LI WB HFO
048 High 56540 WB Tank No.412 Tank WB
H Air System
Tank No.414 LI Tank No.405
56520 LI
PI 56420
H A725
HFO
036
H H Tank WB
PI H Tank No.402
Ballast/Bilge Pump H 019 014
LI 042 047 010
500/250m3/h 029
56600
046
WB H Ballast/Bilge H 009 H
H PT PI H H
Tank No.420 Ejector PI 031 H
006 001
100m3/h
028
LI
H
036
PT 56470 WB 003 WB
054 027 002 LI WB
Tank No.407 H Tank
Void H HFO HFO WB
56400Tank
034 No.404 WB
Tank Tank Tank No.409 WB LI LI
No.400
Tank No.408 56440 56410 Tank
H Drains PT PI PI H LI LI 004 No.401
032 033 to Bilge CD 56490 56480
H H
H
WB Ballast/Bilge 011
Tank No.421 Ejector 045 PT 008
055 024
100m3/h H Ballast Pump H H WB
Deep Tank No.403
LI 500m3/h H 023 005
56610 H Sea
Chest 007
H H
044 H H HFO
040 PI PI 016 013 Tank LI
56430
LI
022 56590 LI
H 043
56550
WB WB
Tank No.415 WB HFO
Tank No.413 Tank No.406
Tank
WB LI LI
Void Tank No 56530 56460

419 H

Heeling HFO
H 039 Tank No.417 H 012 Tank
020 LI
56570 LI WB
56510
Tank No.411

Key

Sea Water
Note:-
All valve numbers are preceded by 'A721' unless stated otherwise Air

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 Johannes Mærsk Deck Operating Manual
2.3.3 BALLAST OPERATIONS Water ballast tank 413 A721-013 From the OWS ballast tank screen display monitor the tank levels. The pump
system pressures are also indicated on this display.
Water ballast tank 414 A721-019
Ballast water must only be pumped into or out of ballast tanks when full
consideration has been given to the effect of transfer on the trim, draught, Water ballast tank 415 A721-016 (Note: Ballast water can be run into the double bottom tanks by means of
stability and stresses of the ship. No more than a single tank, or pair of tanks Water ballast tank 416, heeling tank port A721-021 gravity without using the pumps and partially into the side ballast
must be in the partly filled (slack) condition at any one time. tanks. Although this is a slower process than using the pumps, it
Water ballast tank 417, heeling tank starboard A721-020 allows for better control.)
Local regulations must be taken into account before discharging ballast Water ballast tank 419 A721-022
water and any restrictions on the discharge of ballast water must be strictly
observed. Water ballast tank 420 A721-042 To Run In Ballast
Water ballast tank 421 A721-040
All ballast and deballasting operations for each tank must be entered into a) Open the required pair of ballast tank according to the list
the ballast log record book, form ID 207Q, stating date, ship’s position, in column 1.
Position Description Valve
temperature, specific gravity, pumped quantity, tank quantity and any further
remarks. Open Pump SW main hydraulic suction valve A721-028 b) Open the SW hydraulic suction valve A721-028.

Procedure for Setting up for Ballasting Open Ballast pump manual SW suction valve A721-024 c) Open the hydraulic ballast valves A721-023 and A721-029. Sea
Closed Ballast pump discharge hydraulic line valve A721-033 water will now flood into the required ballast tanks.
Filling ballast tanks via the ballast and ballast/bilge pumps.
Open Ballast pump discharge manual valve A721-055
CAUTION
a) Ensure that all suction strainers are clear. Closed Ballast pump discharge to ballast/bilge eductor A721-045 If water is to be run into the ballast tanks by gravity, then the pump(s)
Open Ballast pump discharge to starboard ballast line, discharge valve must remain closed in order that the pump elements
b) Ensure all the pressure gauge and instrumentation valves are do not rotate.
open and that the instrumentation is reading correctly. hydraulic valve A721-032
Closed Forward ballast line crossover valve A721-003 When the flow rate drops off to the point that pumping ballast is more
c) Open the required hydraulically operated remote ballast tank efficient, change over to pumping as described previously. When a tank level
valves as indicated in the table below on the ballast system Open Ballast/bilge pump manual SW suction valve A721-027
moves into the high level alarm condition, the ballast tank screen display will
mimic console. The description assumes that the SW suction Closed Ballast/bilge pump discharge hydraulic line valve A721-034 change the colour of the tank which is in alarm, to red.
main is already in service with the necessary sea chest SW
Open Ballast/bilge pump discharge manual valve A721-054
suction valve open. When ballasting operations are complete, shut down the pumps and close all
Closed Ballast/bilge pump discharge to ballast/bilge eductor A721-045 the line valves. Fill in the ballast log ID 207Q with the appropriate details.
Ballast Tank Valve Open Ballast/bilge pump discharge to port ballast line,
Water ballast tank 400 A721-001 hydraulic valve A721-036
Water ballast tank 401 A721-002
d) Check the quantity of ballast to be added to the particular
Water ballast tank 402 A721-006 tank(s).
Water ballast tank 403 A721-005
(Note: Under normal circumstances no more than one pair of ballast tanks (port
Water ballast tank 405 A721-010 and starboard) should be partly filled at any one time in order to prevent
Water ballast tank 406 A721-007 stability problems due to the effect of slack tanks. Tanks not currently
being filled or emptied should be completely filled or empty.)
Water ballast tank 407 A721-009
Water ballast tank 408 A721-008 e) Open the ballast pump discharge valve 25% then start the
pump. Open the discharge valve to 50-75% to maintain a back
Water ballast tank 409 A721-011
pressure of 1.5 to 2 bar.
Water ballast tank 410 A721-015
Water ballast tank 411 A721-012 f) Open the ballast/bilge pump discharge valve 25% then start the
pump. Open the discharge valve to 50-75% to maintain a back
Water ballast tank 412 A721-014 pressure of 1.5 to 2 bar.

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 Johannes Mærsk Deck Operating Manual
Illustration 2.3.3b Deballasting Operation

H LI WB
56500 Tank No.410
From Cargo Hold Heeling
Discharge to Tank Bilge System Tank No.416 HFO
H 038 T610

H
021 LI
015 Tank
Discharge from the Cargo 56560

A722 Bilge Pump

015 Sea LI
Void 56450
Chest
From Working LI WB HFO
048 High 56540 WB Tank No.412 Tank WB
H Air System LI
Tank No.414 Tank No.405
56520 LI
PI 56420
H A725
HFO
036
H H Tank WB
PI H Tank No.402
Ballast/Bilge Pump H 019 014
LI 042 047 010
500/250m3/h 029
56600
046
WB H Ballast/Bilge H 009 H
H PT PI H H
Tank No.420 Ejector PI 031 H
006 001
100m3/h
036 028 LI H
PT 56470 WB 003 WB
054 027 002 LI WB
Tank No.407 H Tank
Void H HFO HFO
56400Tank
034 WB No.404
Tank Tank Tank No.409 WB WB No.400
LI LI
Drains Tank No.408 56440 56410 Tank
H PT PI PI H LI LI No.401
032 033 to Bilge 56490
004
CD H 56480
H H
Ballast/Bilge 011
WB
Ejector 045 PT 008
Tank No.421 055 024
100m3/h H Ballast Pump H H WB
Deep Tank No.403
LI 500m3/h H 023 005
56610 H Sea
Chest 007
H H
044 H H HFO
040 PI PI 016 013 Tank LI
56430
LI
022 56590
H 043 LI
WB
56550 WB HFO WB
Tank No.415 Tank No.406
Tank No.413 Tank
WB LI LI
Void Tank No 56530 56460

419 H

Heeling HFO
H 039 Tank No.417 H 012 Tank
020
LI
56570 LI WB
56510
Tank No.411

Note:-
All valve numbers are preceded by 'A721' unless stated otherwise

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 Johannes Mærsk
Procedure for Pumping out Ballast Tanks
a) Ensure that all suction strainers are clear.
b) Ensure all the pressure gauge and instrumentation valves are
open and that the instrumentation is reading correctly.
Deck Operating Manual
CAUTION
If the duty officer is to leave the SCC then the deballasting should be
changed over to eductor discharge only, in order that the pump does
not run dry and cause subsequent failure of the pump elements and
shaft seal.

c) Set up the valves on the ballast mimic console as required Procedure for Stripping Ballast Tanks using the Ballast
using the table below. Stripping Eductor
Position Description Valve There are two stripping eductors on the system. Both eductors can be used to
Closed Pump SW main hydraulic suction valve A721-028 strip the ballast tanks or the cargo hold bilge wells. The following description
relates to the use of the port ballast eductor.
Open Starboard ballast line suction valve A721-023
Open Port ballast line suction valve A721-029 a) Set the valves for the ballast/bilge pump to supply driving water
to the ballast/bilge stripping eductor as indicated below.
Open Ballast pump manual SW suction valve A721-024
Closed Ballast pump discharge hydraulic line valve A721-033 Position Description Valve
Open Ballast pump discharge manual valve A721-055 Open SW main hydraulic suction valve A721-028
Closed Ballast pump discharge to ballast/bilge eductor A721-045 Open Pump manual suction valve A721-027
Closed Ballast pump discharge to starboard ballast line, Open Pump manual discharge valve A721-054
hydraulic valve A721-032
Open Pump discharge hydraulic valve to eductor drive A721-046
Open Starboard overboard discharge valve A721-039
Closed Pump discharge to ballast main and overboard line A721-034
Closed Forward ballast line crossover valve A721-003
Open Eductor suction hydraulic valve from ballast line A721-048
Open Ballast/bilge pump manual SW suction valve A721-027
Closed Eductor manual suction valve from bilge line A721-047
Closed Ballast/bilge pump discharge hydraulic line valve A721-034
Open Overboard discharge valve: port A721-038
Open Ballast/bilge pump discharge manual valve A721-054 or starboard A721-039
Closed Ballast/bilge pump discharge to ballast/bilge eductor A721-045 Closed Discharge onto ballast main: port A721-036
Closed Ballast/bilge pump discharge to port ballast line, and starboard A721-032
hydraulic valve A721-036
b) Start the ballast/bilge pump and check that there is suction
Open Port overboard discharge valve A721-038 indicated on the eductor pressure gauge on the control panel.
Open The desired set of ballast tank suction valves
c) Using the mimic display, open the individual ballast tank valves
d) Check the quantity of ballast water to be removed from the in order to strip the remaining water from the tank(s). Check
particular pair of tanks. Water should normally be removed that the tank level is falling.
from the port and starboard ballast tanks at the same time with
heeling being controlled by the anti-heeling system. Under d) When tanks have been stripped, check that the tanks are dry,
normal circumstances only one pair of ballast tanks should be then shut down the ballast/bilge pump and shut all valves.
slack in order to ensure that there are no stability problems.
e) Fill in the ballast record log ID 207Q.
e) Open the ballast pump discharge valve 25% then start the
pump. Open the discharge valve to 50-75% to maintain a back
pressure of 1.5 to 2 bar. Empty the ballast tank(s) concerned.

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 Johannes Mærsk Deck Operating Manual
Illustration 2.3.4a Anti-Heeling System
Anti-Heeling Control Panel Slave Unit on the
Bridge Manoeuvring Control Console
LIST
2 8 6 4 2 1 8 6 4 2 0 2 4 6 7 1 2 4 6 8 2

>2.5 >5

Ship Control Centre

PORT STB

LIST
ON ON
2 8 6 4 2 1 8 6 4 2 0 2 4 6 7 1 2 4 6 8 2

>2.5 >5

PORT STB

Alarm
Electronic ON ON
System
Master OFF
READY
OFF
READY
Unit MODE
INDIC
MAN
AUTO
LAMP
TEST

MODE
INDIC LAMP
Anti Heeling System MAN TEST
AUTO

Emergency
Stop
Anti Heeling System
230V 6A
Supply Wheelhouse

95% 95%
LCH Hold 5 LCH

From
Control
Air
System

Heeling Pump
(550 m3h)

Heeling Tank P Heeling Tank

(569.0 m3) (569.0 m3) Key
10% A794-101 10%
LCL LCL
Air

Sea Water

Electrical Signal

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 Johannes Mærsk
2.3.4 ANTI-HEELING SYSTEM
The anti-heeling system is designed for the manual and automatic control
of the ship’s list during loading and unloading conditions. The ship’s list
is continuously measured by means of a special inclinometer and indicated
with a light diode belt on the operating panel in the range from 2° port
to 2° starboard.
Anti-Heeling System
Maker: Hoppe Bordmesstechnik GmbH
Type: AH V2P1 and AH V4P1
Pump: Maskinfabriken IRON A/S
Model: QT-2-300
Type: 2 stage reversible propeller pump
Capacity: 550m3/h
Speed: 1,760 rpm
Power: 64kW
Introduction
The anti-heeling system enables the vessel to remain in the upright position
during cargo loading and discharge operations. In order to ensure that
containers move freely in the cell guides, the vessel should be in the upright
position but the loading and discharge of containers can result in a slight port or
starboard list. Correction of the list is achieved by moving a quantity of water
from the port to the starboard anti-heeling tank, or vice versa. The anti-heeling
tanks are located in the No.5 hold on the port and starboard sides of the ship. A
reversible flow propeller type pump connects the two anti-heeling tanks which
means that it can pump water from the port tank to the starboard tank, and vice
versa. Operation of the pump is completely automatic and is under the control
of the anti-heeling system. A remote controlled shutdown valve is located
on the starboard side of the pump. When water has been transferred from
one tank to the other in order to correct a list, the valve is closed in order
to prevent water flow due to gravity; the valve closes gradually in order to
prevent water hammer, the closing time of which must be correctly set for
the size of valve.
The pumping system operates in response to a sensor which detects any
change in the ship from the upright position. The heel detector pendulum
unit is located in a mounting plate which is fitted athwartships on the ship’s
centre line. The signal from this is transferred to the anti-heeling system pump
control panel and it responds by operating the pump to transfer water between
the anti-heeling tanks in order to correct the list.
The main anti-heeling panel in the ship’s control centre (SCC) has a mimic
diagram which indicates the current list and the direction of water flow if there
is any. Indicator lights show if the system is off or ready and also the mode
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Deck Operating Manual
of operation. It is possible to select either automatic or manual operation as MANUAL Operation is possible only when the READY lamp
desired. Mode selection is made by means of the MODE pushbutton. A lamp is on. The required pump direction from port to
test button allows for the checking of indicator lamps. There is an identical starboard or vice versa can be selected by one of
slave display on the bridge manoeuvring control console which can perform the two pushbuttons. The pump starts and the
the identical operations as the main display in the SCC. automatic valves open when the button is pushed.
Inside the control panel cover in the SCC there 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
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
by pushing an arrow key, the selected angle will be indicated by flickering
selector has numbered positions 0 to 9 followed by lettered
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
the mode selector button again. The pump starts and the remote operated
1 a start angle of 0.5°, and the others increase in increments of
valve opens. 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
pre-heeling angle.
• Delay time for valve closing after pump stop. This allows
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 30 pre-heeling angle is reached. The system remains in the manual mode.
seconds. There is a similar selector as for the start angle with
numbered positions 0 to 9 followed by lettered positions A to AUTOMATIC Operation is possible only when the READY lamp
F. Position 0 gives a delay of 0 seconds, position 1 a delay of is on. The pump will start and the remote operated
2 seconds and the others a delay increase in increments of 2 valve opens automatically if an adjustable limit
seconds until position F gives a delay period of 32 seconds. value from 0.4° to 2° list is exceeded.
The water contained in the anti-heeling tanks must be considered when
assessing the ballasting requirements.
Following operating modes can be selected:
OFF
READY Indication that the system is operable from either
the master control unit or the slave unit and that
the local control selection is in the REMOTE
position.
INDICATION The list and state of the pump and valves will
only be indicated and no action needs to be taken
to correct the list.
• Pump direction to port: green lamp
• Pump direction to starboard: yellow lamp
• Pump stop: red lamp
• Pump alarm: red lamp
flashing
2.3 Ballast System - Page 12 of 14
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 Johannes Mærsk Deck Operating Manual

Heeling System
Isolation Box and Local
Control Panel

Port Heeling Tank

Isolating Valve

Heeling System
Motorised Flow Control
Valve

Anti-Heeling Pump in No.5 Hold, Aft Bulkhead

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 Johannes Mærsk Deck Operating Manual
Procedure for Operating the Anti-Heeling System in Automatic Procedure for Operating the Anti-Heeling System in Manual Valve Failure
Mode Mode from the Local Position
• System remains running
a) Check that the port and starboard tanks are filled with water to In normal operations the anti-heeling system is always set to remote. In the • Indicating lamp changes to red flashing
the correct level, i.e., sufficient ullage remains in one tank to event that maintenance has been carried out on the pump system it will be
completely take the contents of the other heeling tank. necessary to test the pump locally.
Level Alarm (heeling tank level high or low)
b) Ensure that there is electrical power to the anti-heeling system a) Check that the port and starboard tanks are filled with water to • The pump stops and the automatic valve closes
control panel. the correct level, i.e., sufficient ullage remains in one tank to
completely take the contents of the other heeling tank. • Tank alarm indicating lamp changes to red
c) Check that the indicator lamps at the control panel are • System switches over to MANUAL mode
functioning. b) Ensure that the shut-off valve A794-101 is open.

d) Ensure that there is an air supply for the operation of the List Sensor Fault
c) Ensure that the air supply is open to the automatic shut-off
control valve; this comes from the control air system via valve valve.
• The pump stops and the automatic valve closes
A725-122 after the control air dryer.
d) At the local control box turn the sector switch to MANUAL. • List bar graph indicator is flashing
e) Ensure that the start angle and valve delay period are set • System switches over to MANUAL mode
correctly. e) Insert the service key in the keyhole and turn it to the required
pump flow direction. The pump will start and the automatic
f) Select AUTO operation on the control panel and allow the shut-off valve will open. To stop the pump turn the service key 5° Emergency Stop
system to run. to the vertical position.
• The pump stops and automatic valve closes when the list
g) Check that the system is controlling the angle of heel as f) Return the selection back to REMOTE when required. exceeds a value of 5°
required. • The operating mode changes automatically to MANUAL
Alarm and Safety Conditions • Pump operation is blocked to the side that the list has been
Procedure for Operating the Anti-Heeling System in Manual exceeded
Mode System Alarm Under normal loading and discharge conditions the system will operate
This mode can be selected from either the main panel in the SCC or on the automatically provided that the water level in the heeling tanks is correct.
Potential free alarm contact output for:
slave panel on the bridge.
• Voltage failure
a) Operate the anti-heeling system as in sections a) to e) above. • Pump failure
b) Select MAN operation on the control panel by pressing the • Valve failure
MODE button and scrolling down the options. • Tank low level

c) Monitor the list indicator and operate the ON buttons for • List sensor fault
movement of water to the port or starboard sides as necessary. • 2.5° alarm
Pressing the particular illuminated ON button will open the
remotely operated valve and start the pump, moving water
Pump Failure
to that side of the ship. Pressing it again will shut the valve
and stop the pump. • The pump stops and the automatic valve closes
• Indicating lamp changes to red flashing
• System switches over to MANUAL mode
• Reset: Press MODE switch

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 Part 3: Container Handling Procedures

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

Illustration

3.1.1a Container Lashing System

3.1.1b Midlock Units

3.1.1c Container Lashing and Securing System

3.1.3a Reefer Containers Loading Arrangement

3.1.4a Reefer Containers Fresh Water Cooling System

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 Johannes Mærsk Deck Operating Manual
Illustration 3.1.1a Container Lashing System

Fittings

Midlock Stacker C19A (APM 335653)

(500 Pieces Carried)

Turnbuckle AH 620-00, AH 705-00 and AH 850-00

AH 620-00 has an Extension Length of 620 to 840mm (10 Pieces Carried)
AH 705-00 has an Extension Length of 705 to 1,010mm (700 Pieces Carried)
1 Base Twistlock (Semi-Automatic) C5AM - HC (APM 329160) 2 Twistlock (Semi-Automatic) C5AM - DF (APM 337079) AH 850-00 has an Extension Length of 850 to 1,300mm (1,170 Pieces Carried) Lashing Rod APM 2505-00 (1,400 Pieces Carried)
(1,100 Pieces Carried) (5,500 Pieces Carried)

External Lashings For 20' Containers Bay 01 - 05 (hatch No.1 and 2) External Lashings For 40' Containers Bay 04 - 48 Internal Lashings For Mix of 20' and 40' Containers

2 2

2 2

1 1

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 Johannes Mærsk Deck Operating Manual
PART 3: CONTAINER HANDLING PROCEDURES

3.1 LOADING Play Midlock Base Operation (English) Play Midlock Operation (English)
3.1.1 CONTAINER LASHING Illustration 3.1.1b Midlock Units

Containers stowed on the upper deck must be lashed securely using standard
Mærsk lashing systems. Steel gear boxes and racks are provided for storing
the lashing systems which comprise stacking cones which are located at the
corners of mating tiered containers and turnbuckle/strap systems. Containers
sit on the hatch covers and container posts, located at the ship’s sides, and First Tier
Second Tier
Container
the lower tier of containers is securely attached to the lashing eyes. Walkways Container Bottom Socket
Bottom Socket
are provided at the ends of hatches in order to give access to the container
lashing points; these walkways also give access to the hold hatches, ventilator
fan hatches and the reefer containers.

The corners of containers which sit on the container posts and the hatch
covers are positioned by means of cones (type C5AM-HC, Base Twistlocks),
the foot of the cone being located in a socket fitted to the container post or
the hatch cover. (Twenty foot containers loaded onto the centre hatch covers
of No.3, 4, 6, 7, 9 and 10 hatches require special attention, this is discussed
in detail in the following paragraph after the caution note.) Above the first
tier of containers the corners of the tiered containers are positioned by means To Forward
To Aft First Tier
of double cones (type C5AM-DF, Twistlocks). Care must be taken to ensure Hatch Cover
Hatch Cover Container
Edge Top Socket
that the cones are correctly positioned for the size of container being loaded. Edge
Deck Securing
Twenty foot containers have a gap between them to allow for passage when Socket
fitting lashings, as a result they occupy greater linear space on the hatch cover
and so the outermost sockets must be used. Hatch Cover

CAUTION
Any 20ft containers loaded onto the centre hatch covers of No.3, 4, 6, 7, 9
and 10 hatches MUST USE the midlock securing units at the mid points.
Hatch Cover Second Tier
Mid Point Container
Due to the shortened length of the centre hatch covers on hatches No.3, 4, 6, 7, Bottom Socket
9 and 10, a special securing device is fitted into the mid sockets when loading
20ft containers onto the hatch cover. This is due to the shorter linear length
between the 20ft containers not allowing sufficient movement of the releasing
wires or access to operate with the normal twistlocks.

It is important that when the loading/discharging plan is received on board To Aft

To Forward
that a check is made to see if these locations are to be used for 20ft containers. Hatch Cover
Hatch Cover First Tier
If it is the case, then the loading master is to be informed of this special Edge Deck Securing
Edge Container
situation and that the shore gangs are given instruction of how and where to Socket Deck Securing Top Socket
Socket
position the midlocks. It is also important that the crane operators are told how
to locate and or remove containers fitted with these units. The principle of Hatch Cover
operation is shown in illustration 3.1.1b opposite. During discharge operations
a slight travel movement by the crane in the fore or aft direction (depending
on which bay is being discharged) will release the midlocks from their
securing sockets. Normal twistlocks are used for the two forward/aft most Play Midlock Base Operation (Portuguese) Play Midlock Operation (Portuguese)
securing locations.

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 Johannes Mærsk Deck Operating Manual
Illustration 3.1.1c Container Lashing and Securing System

Use of Locking Arrangement for 20ft Containers on Centre Hatch Covers No.3, 4 - 6, 7 - 9, 10

20ft 20ft
Semi-Automatic Twistlocks Semi-Automatic Twistlocks
Used at Forward and Used at Forward and
Aft Hatch Positions ONLY 2 Aft Hatch Positions ONLY

3 3

20ft 20ft

3 2 3
3 3

20ft 20ft

External Lashings For Bay 44 2 Internal Lashings For Bay 44

3 3

20ft 20ft
40ft 40ft 40ft 40ft 40ft 40ft

2
1 1

40ft 40ft

40ft 40ft 40ft 40ft

40ft 40ft 40ft 40ft

1 1
Base Twistlocks Used at Forward and
2 Base Twistlocks Used at Forward and
Aft Hatch Positions Midlocks ONLY to be Used at Aft Hatch Positions
Mid Hatch Positions

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 Johannes Mærsk
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
posts. The standard lashing configuration used is the external method. If there
is a mix of 20ft and 40ft containers on one hatch then the external method
cannot be employed and therefore the internal method is used.
Lashing Pattern for External Lashing
For 20ft containers, the lashing method above one tier is a single external
cross lashing to the bottom of the adjacent stack second tier. For the outer
containers which sit on the container posts, lashings are modified. This
consists of an single internal cross lash to the top of the first tier and a
single internal cross lash to the bottom of the second tier, plus one lash to
the adjacent bottom outboard corner. These connections use APM 2505-00
lashing rod units and extended TB turnbuckles.
Forty foot containers are lashed in a parallel configuration. Each double
lashing point connects diagonally with containers in the next stack, one
connection being to the upper corner of the first tier container and one to the
lower corner of the second tier container. On the container posts two double
lashing points are used and from these, lashings connect diagonally with the
upper corner of the outer first tier container, the lower corner of the outer
second tier container, the upper corner of the second stack first tier container,
and the lower corner of the second stack second tier container. The exceptions
to this are the 40ft containers on bay 44. The lower tier of containers is lashed
as described above for external 40ft container lashing but the outer containers,
which rest on the container posts in the second tier, are also lashed. These are
double lashed as described for internal lashing; diagonal lashings go from the
lashing points to the upper connection points on the second tier container and
the lower connection points on the third tier container.
The security of the lashings must be checked before the ship sails.
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 in the
nut is closed onto the spindle thereby ensuring the nut will not work loose.
It is essential that the correct equipment is used at each location. All equipment
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
and connection points.
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Deck Operating Manual
Lashing Pattern for Internal Lashing Loadstar Lashing Program
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
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
(APM 2505-00). The lashings connect with the lower corners of the second the hatches. (See section 8.1 for more detailed information.) It will also show
tier containers and the lashing eyes on the container post or hatch cover. The in which positions and configuration the lashing gear should be used.
fixing at the end of the strop unit connects with the socket in the container
and the eye in the strop unit connects with the hook on the turnbuckle. The
other end of the turnbuckle attaches to the lashing eye on the container post
or hatch cover. Lashing is diagonal. Play Base Twistlock
The outer containers which sit on the container posts are double lashed and Stop Movie Pause Movie Resume Movie
the lashing eyes are of the double type. A second set of diagonal lashings
is used and connect the innermost lashing eyes to the upper connection
points on the first tier container in the stack. For this lashing the same
lashing rod unit is used (APM 2505-00) but a different turnbuckle is used
(APM 735-00).
Containers are lashed at each end.
All 40ft containers are double lashed at each end. The lashing arrangement is
the same as the lashing arrangements for the outer 20ft containers; the APM
2505-00 lashing rod to the lower connection on the second tier container Twistlock Loading and Discharge Operation
and the extended TB turnbuckle to the outer lashing point with an APM
2505-00 lashing rod to the upper connection on first tier container and an Stop Movie Pause Movie Resume Movie
APM 735-00 turnbuckle to the inner lashing point. The exception to this is
for 40ft containers on bay 44 where double lashings apply to the lower tier
of containers and double lashings to the outer containers in the second tier
which sit on the container posts.
Mixed 20ft and 40ft Lashing
When there is a mix of 20ft and 40ft containers on the same hatch, the
external lashing system cannot be applied due to the securing eyes on the Twistlock Operation on the Quay
hatch being covered by the 20ft containers. Internal lashing has to be used.
All 20ft containers are internal single cross lashed to the bottom of the second
Stop Movie Pause Movie Resume Movie
tier and the 40ft containers are internally parallel lashed to the top of the first
tier and bottom of the second tier.
If 45ft containers are carried, they must be stowed on top of a 40ft container.
Forty foot containers must never be stowed on top of a 45ft container.
Full details of the lashing systems, equipment used and their maintenance can
be found in the Cargo Securing Manual.
3.1 Loading - Page 4 of 10
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 Johannes Mærsk
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. The
ship is issued with a class society document of compliance on which IMDG
coded material can be carried and in which areas.
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 is 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.
When the loading manifest is received on board, information will be passed
over on what IMDG coded materials are to be loaded and where. The
chief officer will take this information and enter the details into the loading
computer. If there is any conflict with the type of material or proposed
location to be carried, then the loading computer will issue an IMDG conflict
warning.
If the type of material and location are in order, then a spotting plan will be
printed which consists of an IMDG cargo summary list. This list includes the
type of material, the weights in kg, the destination port(s), the voyage number
and port of departure abbreviation and the bay location address for each
container carrying IMDG material. Each IMDG container and bay location
should be issued with a unique spotting number which will also be written
on the manifest details and kept together in a folder in the SCC. Each port is
given a specific abbreviation and file tab number.
The spotting plan is used in the event of a fire on deck or in the cargo
holds to check if any IMDG coded materials are in the vicinity of the fire. If
they are, then reference is made to the manifest details via the spotting plan
number located under the designated divider location, cross referenced with
the spotting plan number taken from the bay plan layout. From the manifest
details, the EmS (emergency procedures) and MFAG (medical first aid guide)
numbers can be found. With these details known, reference is made to the
IMDG Code Supplement book which is located in the SCC to see what
special precautions should be taken to tackle a fire if it is in one of these
containers, or if it is necessary to ensure that the container is protected from
the effects of the fire or flooding.
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Deck Operating Manual
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.
The ship is issued with a Dangerous Cargo Manual issued by AP Møller which
contains all UN identification numbers, EmS and MFAG numbers, conditions
for acceptance, limitations and any further remarks on the conditions for
carriage.
Dangerous goods can be carried on the weather deck up to and including bay
36, although no dangerous goods can be loaded on bay 36 (40ft and 45ft
containers) in the first tier. Additionally, no dangerous goods can be loaded
on bay 37 (20ft containers) in the first tier.
Refer to the following tables (below) 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.)
Dangerous goods can be carried in the cargo holds No.1 to No.5 but only the
following classes as indicated in the table below.
3.1 Loading - Page 5 of 10
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 Johannes 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 (A) Toxic substances (liquids) N N N N N Y

gases: Compressed, liquefied Non flammable
or dissolved under pressure
6.1 (B) Toxic substances (liquids flash N N N N N Y
2.3 Toxic gases: compressed, N N N N N Y point less than 23°C ) - Low flash
liquefied or dissolved
under pressure 6.1 (C) Toxic substances (liquids with N N N N N Y
flashpoint of 23°C to 61°C)
3.1 Flammable liquids: N N N N N Y - High flash
low flashpoint below -18°C,
3.2 Intermediate flashpoint 6.1 (D) Toxic substances (solids) N N N N N Y
-18 to -23°C
8 (A) Corrosive (liquids) Y Y Y Y Y Y
3.3 Flammable liquids: Y Y Y Y Y Y -Non flammable
high flashpoint 23 to 61°C
8 (B) Corrosive (liquids flashpoint 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 (C) 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 (D) 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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 Johannes Mærsk Deck Operating Manual
Illustration 3.1.3a Reefer Containers Loading Arrangement
Note: Greyed out Area in Elevation Refers to
Positions for 45' Containers

40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 02

4
IMO Visibility Line
9

13 (11R) 13 (11R) 13 (11R) 13 (11R) 13 (11R) 13 (11R) 13 (10R) 13 (11R) 13 (11R) 13 (11R) 9
13 (11R) 13 (11R) 13 (13R) 13 (13R) 13 (13R) 13 (13R) 13 (13R) 13 (13R) 13 (13R) 13 (13R) 13 (13R)
7
11 (11R)
5
11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 3
11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (5R) 1
11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 5 (5R) 1
9 (9R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 5 (5R) 3 (3R)

5 (5R) 9 (9R) 9 (9R) 9 (9R) 7 (7R) 5 (5R) 3 (3R) 1 (1R)

Cargo Hold
No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1

Bay 48 Bay 44 Bay 41 Bay 37

12 10 08 06 04 02 00 01 03 05 07 09 11 94 12 10 08 06 04 02 00 01 03 05 07 09 11 94 12 10 08 06 04 02 00 01 03 05 07 09 11 94 12 10 08 06 04 02 00 01 03 05 07 09 11 94 Bay 33 Bay 29
92 92 92 92 12 10 08 06 04 02 00 01 03 05 07 09 11 92 12 10 08 06 04 02 00 01 03 05 07 09 11 92
90 90 90 90 90 90
88 88 88 88 88 88
86 86 86 86 86 86
84 84 84 84 84 84
82 82 82 82 82 82
80 80
12 12 12
10 10 10
08 08 08
06 06 06
04 04 04
02 02 02
Bay 25 Bay 21 Bay 17 Bay 13 Bay 09
12 10 08 06 04 02 00 01 03 05 07 09 11 92 12 10 08 06 04 02 00 01 03 05 07 09 11 92 00 01 92 02 00 01 92 02 00 01 92
90 90 12 10 08 06 04 02 03 05 07 09 11 90 12 10 08 06 04 03 05 07 09 11 90 12 10 08 06 04 03 05 07 09 11 90
88 88 88 88 88
86 86 86 86 86
84 84 84 84 84
82 82 Bay 19 82 82 82

12 12 12 12 12
10 10 10 10 10
08 08 08 08 08
06 06 06 06 06
04 04 04 04 04
02 02 02 02 02

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 Johannes 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 on by pulling out and down the linkage mechanism. Reefer
isolation panels are located in the following positions on the second deck in
The ship has been designed to carry a total of 600 feu reefer containers; 248 When 20ft containers of the reefer or non reefer type are loaded in a cargo the cargo holds. Each power supply box has a tag number indicating the VT
reefer self-contained air cooled units on deck and 352 reefer self-contained hold, then they must be secured in place by a 40ft container on top if in a distribution panel and the isolation breaker number.
fresh water cooled units in the cargo holds. stack of three or more high.
Port side Starboard side
On deck, 248 feu: Hatch No.1: nil A feature of this ship is that cooling of the reefer containers in the cargo holds
is via an integral fresh water cooling ring main system. Each bay that can be Bay No.9 VT1 VT13
Hatch No.2: nil
connected to a reefer electrical power socket has an adjacent flexible supply Bay No.13 VT2 VT14
Hatch No.3: 24 and return cooling water hose which is connected to the same container and
Hatch No.4: 24 forms the ring. The hoses are of the snap-on self-sealing type, the supply is a Bay No.17 VT3 VT15
Hatch No.5: 24 male coupling and the return is a female coupling which ensures that wrong Bay No.19 VT5 VT17
Hatch No.6: 24 connections cannot be made.
Bay No.25 VT7 VT19
Hatch No.7: 24
The cooling system is supplied from an independent fresh water cooling VT8 VT20
Hatch No.8: 24 system in the engine room; see the Machinery Operating Manual, section
Bay No.29 VT9 VT21
Hatch No.9: 24 2.5.3 for procedures on setting up. The main supply and return lines pass
Hatch No.10: 24 from the engine room into the aft section of No.5 cargo hold before passing VT10 VT22
out of the starboard bulkhead and then running down the starboard engineers Bay No.37 VT11 VT23
Hatch No.11: 24
passageway. There is an isolating valve on the supply and return lines for
Aft deck bay 44: 23/33 each branch into and out of the cargo holds just before the lines pass through
Aft deck bay 48: 0/11 the passageway bulkhead. Bay No.44 isolation panel VT24, is located in the air conditioning air handling
room on U deck and serves the starboard side of bay No.44. The port side
In the reefer cargo holds the piping system is branched off the main vertical of bay No.44 is served by VT12 which is located in the reefer workshop
Holds, 352 feu: Cargo hold No.1: nil
pipeline at each required level. Each branch runs athwartships. There is a on U deck port side.
Cargo hold No.2: 21/33
cooling water bypass valve at the beginning and end of each branch supply
Cargo hold No.3: 43/51 line which is connected into the return line. These bypass valves are opened
Cargo hold No.4: 53/53 in order to maintain a flow through the circuit when no reefer containers are
Cargo hold No.5: 53/47 loaded in that hold. When operational reefer containers are in the cargo holds
the bypass valve must be shut. From the branch lines individual isolating
valves are fitted with flexible hoses for connecting to the individual reefer
On deck all full reefer containers must be securely lashed according to the
container cooling water connection points. See the following section on
standard lashing pattern. All reefer containers on deck face aft, apart from
Reefer Container Fresh Water Cooling System.
those reefers when placed on bay 48 tier 82 which must face forward. All
the reefers in the cargo hold also face aft apart from in bay 19, cargo hold
The aspect of using fresh water cooling is that a smaller air change is
No.3, where they face forward.
necessary and therefore there are smaller fans and trunking for the ventilation
system when carrying reefer containers. This is due to the significant reduction
The maximum individual stack weights on hatches No.2 through to No.10 is
in heat that would otherwise have been generated by the running of the
102 tonnes. On hatch No.11, the maximum stack weight is 120 tonnes, on bay
cooling fans on the individual containers.
44 the maximum stack weight is 102 tonnes. If the reefer containers are full
they can often have an individual weight of between 30 to 32.5 tonnes. Stack
If it is the case where a reefer container does not have the facility for plugging
weight limitations apply to all hatches and the aft deck loading area. When the
in the cooling water hoses, then it is still possible to carry these containers
loading manifest for all containers weights and positions are downloaded into
in the holds, but there should be no more than 15 located in any one hold. If
the Loadstar loading computer, calculations will be made to ensure that no
they are carried in the cargo hold, then they should sit at the bottom of the
weight restriction limits are being exceeded apart from the stress and stability
stack as there can be a variation in temperature from the top of the cargo hold
considerations on the ship.
to the bottom of around +8°C.

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 Johannes Mærsk Deck Operating Manual

LAL
41030

TC TC

TI
PI +- PI

PI +- PI
58156

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 Johannes Mærsk Deck Operating Manual
3.1.4 REEFER CONTAINER FRESH WATER COOLING The main supply and return lines pass from the engine room into the aft
SYSTEM section of No.5 cargo hold before passing out of the starboard bulkhead and
then running down the starboard engineers passageway. There is an isolating
Container Cooling Fresh Water Pump valve on the supply and return lines for each branch into and out of the cargo
Maker: Behrens Pumpen holds just before the lines pass through the passageway bulkhead.
No. of sets: 3
In the reefer cargo holds the piping system is branched off the main vertical
Type: Vertical centrifugal pipeline at each required level. Each branch runs athwartships. There is a
Model: VRF 7/350 G cooling water bypass valve at the beginning and end of each branch supply
Capacity: 400m3/h at 5 bar line, which is connected into the return line. These bypass valves are opened
in order to maintain a flow through the circuit when no reefer containers
are loaded in that deck level tier. When operational reefer containers are in
Steriliser
the cargo holds then the bypass valves must be shut. From the branch lines
Maker: Wedeco Katadyn AG individual isolating valves are fitted with flexible hoses for connecting to the
No. of sets: 1 individual reefer container cooling water connection points.
Type: Silver ion
Capacity: 1.25m3/h fresh water The supply and return connections to the container are of the snap-on
connector type; supply is a male connection and the return is a female
connection. If maintenance is carried out on the hoses, then the correct
INTRODUCTION fittings must be used.

Container cooling fresh water is supplied by a separate FW circulation system Each branch on the main return line is fitted with an automatic air vent device
which has its own FW pumps, coolers, SW pumps, expansion tank and just prior to the line passing through the bulkhead.
steriliser unit. The tank is provided with a low level alarm.

The coolers are supplied with sea water by means of container cooling SW
pumps (see section 2.4.1 in the Machinery Operating Manual). The container
CFW system operates on demand from the reefer container system. The
container CFW steam 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 as necessary.

The silver ion steriliser, identical to that fitted in the FW supply line from
the FW generator, is located between the container cooling water supply
and return lines and operates automatically to maintain the water in a sterile
condition.

A pressure differential regulating valve located between the container cooling

water supply and return lines maintains the correct pressure difference
between the supply and return lines due to the varying amount of reefer
containers that might be carried in the cargo holds at the time.

The procedure for setting up the container CFW system in the engine room is
described in 2.5.3 in the Machinery Operating Manual.

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 Part 4: Deck Control Systems

4.1 Ship’s Control Centre

Illustration

41a Ship’s Control Centre

4.1b Fire Control Station

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 Johannes Mærsk Deck Operating Manual
Illustration 4.1a Ship's Control Centre
Cupboard SAT B Cargo Hold Fan
Information for Instruction Automatic LAN PC Clock Phone Control Panel
Sink Board Notice Board Manuals Telephone and Monitor Information
Board

First Aid Eye Wash

Station

Chair Chair
Fire Alarm
5kg CO2 Fire and Lifeboat
Extinguisher Stations
Alarm

Deck A
Corridor

Fire
Station

Chair Chair
Chair Chair

Notice
Board

Chair Chair

Ballast Control Information

Mimic Board
White Printer Photocopier Notice Loadstar GMDSS Alarm and Loadstar
Board Board Terminal Remote Alarm Panel Monitoring System Printer Fuel Oil
and Sat B Message Anti-Heeling Bunkering and
Indicator Control Panel Transfer Mimic

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 Johannes Mærsk
PART 4: DECK CONTROL SYSTEMS
4.1 SHIP’S CONTROL CENTRE
The Ship’s Control Centre (SCC) is located on A deck starboard side within
the accommodation area, where all the necessary equipment and controls
are located to permit the centralised administration and supervision of cargo
loading and discharging operations, ballast operations, anti-heeling control,
FO bunkering and the Loadstar calculations and data entries. The ship’s
fire station is accessed from this the room as well as from the A deck
working alleyway.
The layout and function of the different areas in the SCC are as follows:
• There is a lobby area before entering into the control centre.
In this lobby area there are cupboard storage spaces for the
location of the atmosphere testing equipment, safety harnesses
and associated gear and small gear lockers. Additionally there
is a small conference table and chairs, photocopier, sink and
information panels. On entry into the control room area, on the
right hand side is located the Loadstar loading computer. This
terminal and CPU has a direct link to the ship’s control and
monitoring system allowing the update of tank soundings to be
directly entered into the Loadstar program.
Positioned on the division bulkhead is the Geamar duty alarm
system 40M panel.
• On the forward bulkhead and to the left of the Loadstar
computer is a NERA Sat B fax/telex message indicator which
is fitted directly below a GMDSS remote alarm distress unit.
Further along the bulkhead is a ship’s inclinometer.
• On the working desk area to the left of the Loadstar computer is
the Geamar 120 ISL operator watch station. From this monitor
alarm conditions can be displayed along with the graphic
displays on the ship’s tank contents. A Loadstar printer is also
situated on this working area desktop.
• Positioned in the corner of the room at the forward bulkhead
is the control mimic consoles for the ballasting/deballasting
operations and fuel oil bunker operations and transfers. Situated
directly above these two mimic boards is the main anti-heeling
control unit. An identical anti-heeling control panel is fitted on
the bridge manoeuvring control console.
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Deck Operating Manual
• Directly opposite the entrance into the control area of the SCC
is the access door for entry into the fire station.
• In the corner of the aft bulkhead, directly opposite the control
mimic panels is the cargo hold fan start/stop control panel. The
lower pushbuttons on these panels allow control of some of the
deck lighting (see section 7.7.2 Deck Lighting for details).
• In the middle of the aft bulkhead there is the duty officers
and electrician’s working table area with a LAN PC monitor
and CPU. There is also ample drawer space that can be used
to locate the mooring winch HBC radiomatic radio control
units and battery charger. Also on this desk area is the ship’s
No.3 VHF unit alongside a Sat B telephone. A ship’s clock
is mounted on this aft bulkhead. Additional cupboard space is
placed behind this working desk area on the division bulkhead.
• Additional information panels, sounding and white marker
boards are located on the bulkheads.
Changing Over from Harbour to Sea Mode
To change the bridge over from sea mode to harbour, i.e., unattended bridge, press
the green WATCH ALARM HARBOUR/SEA pushbutton located next to the
manoeuvring telegraph for a number of seconds. In the SCC, the operator watch
station (OWS) will change from UNATTENDED to ATTENDED MODE.
(Note: It is not necessary to accept this condition in the SCC.)
The duty alarm system 40M panel on the bridge will show HARBOUR
MODE.
(Note: It will still be necessary to accept fire alarms on the bridge duty alarm
system 40M panel in the SCC as well as the ECR duty alarm system
40M panel in addition to accepting the fire alarm on the main control
panel on the bridge. If the fire alarm is not accepted at all three points
within three minutes the general alarm bells will be sounded.)
To change from harbour mode to sea, select unattended mode on the
SCC operator watch station screen; the screen will show WAITING FOR
ACKNOWLEDGMENT. The officer making preparations for departure
should proceed to the bridge. At the duty alarm system 40M panel on the
bridge, the WATCH indicator LED will be flashing. Pressing the WATCH
button followed by S2 will accept the change, pressing S1 will not accept the
change. The operator watch station will still show the bridge unattended until
either the WATCH ALARM HARBOUR/SEA pushbutton is pressed again for
a few seconds, or the manoeuvring telegraph lever is moved.
4.1 Ship's Control Centre - Page 2 of 4
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 Johannes Mærsk Deck Operating Manual
Illustration 4.1b Fire Control Station
1 Quick-Closing Valve Operation Unit 2 CO2 Cabinet
Telephone

1 2 3 Engine Room
Release
Cabinet

Cargo Hold
Release RELEASE CABINET
CARGO HOLD

Cabinet
International
Fire Control Shore BREAK
GLASS
FOR
Station Connection x 2 KEY UnITOR

6 SUPPLY CABINET

Pilot CO2
Supply Cabinet
Cleaning 5 4
Room

CO2 Supply
to Cargo Hold
Lifesaving Equipment, Diverter Valves
Container Fire Fighting Equipment Water Mist Release Box Fire Pumps Control Panel
3 Smoke Detection System 4 Smoke Diving Equipment 5 and Chemical Suits 6 and Emergency Shutdown Panel

Emergency
Stop Pusnbuttons

CHEMICAL LIFE SAVING Fire Alarm

SUITS EQUIPMENT
Repeater Panel

Water
Mist
Release
Box

Fire Pump(s)
Start/Stop Pushbuttons

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 Johannes Mærsk Deck Operating Manual
FIRE STATION

The fire station can be accessed from either the SCC or the working alleyway
on A deck. The following command and detection systems and fire fighting
equipment are contained within the fire station:

• Emergency group stop switches and ventilation shutdown in

the engine room and accommodation
• Fire detection alarm slave panel
• Lifeboat muster alarm pushbutton
• Start/stop buttons for the fire and bilge pump, fire pump and
the emergency fire pump in the bow thrust room
• Quick-closing valve operation
• CO2 operation release for the engine room
• CO2 operation release for the cargo holds
• CO2 pilot cylinders
• CO2 operation information panels
• Smoke detection and sampling unit for the cargo holds
• Three-way diverter valves for the cargo holds smoke detection
system and CO2 discharge into individual holds
• Two international fire main shore connections
• Four spare SCBA cylinders
• Two smoke diving lockers
• A locker containing four chemical protection gas tight suits
• A locker containing four childrens life jackets, chemical
information manuals and container fire fighting equipment
• A ship’s internal automatic telephone
• PA speaker

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Part 5: Emergency Systems and Procedures Illustrations

5.1 Emergency Procedures - Deck 5.1.2a Fire Hydrants System (Accommodation and Deck)

5.1.2b Fire Hydrants System (Engine Room)

5.1.1 Introduction and General Procedures
5.1.3a CO2 Fire Extinguishing System
5.1.2 Fire Hydrant System
5.1.4a Smoke Detection System
5.1.3 CO2 Fire Extinguishing System
5.1.5a Fresh Water Mist Extinguishing System
5.1.4 Smoke Detection System
5.1.6a Fire Detection Panel
5.1.5 Fresh Water Mist Extinguishing System
5.1.7a Fire Alarm System - Upper Deck and Focsle Deck
5.1.6 Fire Detection System
5.1.7b Fire Alarm System - A, B and C Decks
5.1.7 Fire Alarm System
5.1.7c Fire Alarm System - D, E and F Decks
5.1.8 Fire Flap Location and Control
5.1.7d Fire Alarm System - G and Bridge Decks
5.1.9 Fire Fighting Equipment
5.1.8a Fire Flap Location and Control - Mooring, Upper and Focsle Decks

5.1.8b Fire Flap Location and Control - A and B Decks

5.1.8c Fire Flap Location and Control - G and Bridge Decks

5.1.9a Fire Fighting Equipment - Upper Deck and Focsle Deck

5.1.9b Fire Fighting Equipment - A and B Decks

5.1.9c Fire Fighting Equipment - C and D Decks

5.1.9d Fire Fighting Equipment - E and F Decks

5.1.9e Fire Fighting Equipment - G and Bridge Decks

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 Johannes Mærsk Deck Operating Manual
PART 5: EMERGENCY SYSTEMS AND PROCEDURES d) Exhibit ‘not under command’ signals. j) Prepare to disconnect bunkering hoses if required.

5.1 EMERGENCY PROCEDURES - DECK e) Broadcast a warning to all ships in the vicinity. k) Prepare to vacate the berth if required.

f) Ascertain the vessel’s position. l) Consider disembarking non-essential personnel.

5.1.1 INTRODUCTION AND GENERAL PROCEDURES

Power Supply Failure (Blackout) Fire in the Engine Room

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

a) Inform the Master / Chief Engineer. g) Establish the vessel’s position and update the communication f) Establish the vessel’s position and inform the communication
centre. centre.
b) Change to manual steering and steer the vessel away from
danger areas. h) Consider using fixed extinguishing systems to prevent the g) Evaluate the ship’s stability.
spread of the fire.
c) Prepare anchors if in shallow waters. h) Prepare pumps to transfer FO bunkers/ballast as required.
i) Conduct a crew check before using the total flooding system.

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 Johannes 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 a mayday message, contact the coast radio
b) Turn on all lights. Use floodlights and signal lamps to show the station, contact the nearest rescue centre and the owner’s
b) Inform the Master. pirates that they are discovered. emergency number.

c) Re-transmit the distress message, if required to do so under c) Request assistance by radio. b) Inform them of the ship’s particulars, situation and immediate
the GMDSS procedure. specific requirements.
d) If practical, barricade the bridge and engine room and put the
d) Establish the position of the vessel in distress. crew in a secured area. c) If salvage vessels are underway to the ship, establish contact
with them.
e) Maintain a listening watch on distress frequencies 2182kHz e) Avoid direct confrontation with the pirates.
or VHF channel 16. d) Prepare to receive salvage assistance.
Local War
f) Refer to search and rescue procedures in the IMO Search and e) Inform the Company about any casualties and the present
Rescue Manual. a) Endeavour to establish direct contact with the Consul and the situation.
Company.
g) Establish communication with surface units and SAR aircraft f) If the vessel is not in imminent danger, let the Company
on 2182kHz and/or VHF channel 16 or selected frequencies as b) Investigate, in consultation with the Port Authority, agents and process the necessary salvage contracts.
per GMDSS regulations. the local Consul, the possibilities of leaving harbour by your
own means if the situation deteriorates. g) If the vessel/crew is in imminent danger, sign the Lloyd’s Open
h) Look for survival craft radar transponder signals on the radar. Form (LOF 1995) for salvage contract.
c) Find out if mines or other obstacles have been placed in the
fairway and investigate the possibilities of shifting the vessel h) LOF 1995 should be used even if an agreement of fixed price
Abandonment/Evacuation
to a less exposed area. for towing has been made.
a) Send distress signal by DSC Distress Alert.
d) Enquire if other vessels in the harbour intend to break out and i) Ensure that all instructions issued by the salvage master are
b) Prepare for abandonment. Select the survival craft/embark what they estimate their chances of success are. followed.
stretcher cases.
e) Terminate all cargo handling, inform all personnel and make j) Log all developments and instructions given by and all actions
c) Search for missing persons. the vessel ready for sea. taken by the salvager, work done by the crew and 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 and 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
crew 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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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.2a Fire Hydrants System (Accommodation and Deck)
A Deck B Deck C Deck D Deck E Deck F Deck G Deck Bridge Deck

A724
057 A724 A724
061 069

A724
079
A724
059
A724
091 A724 A724 A724
063 065 067

A724 A724
093 095

A724 A724 A724

064 056 068

A724 A724
058 080

A724
062 A724
A724 070
060

International
Fire Shore Connection
A724023 A724084
A724
096
A724 A724
From 085 071 Upper Deck
Focsle
Engine A724 A724 A724 A724 A724 A724 Deck A724
Room A724 043 042 040 039 037 036 047
099

A724
035
A724
A724 044
045 A724
098 To
Bilge Eductor
A724 A724
077 075 To Hawse
A724 Pipes
073 A724
074
A724
076
A724 A724 A724 A724 A724 A724 A724
024 025 027 029 030 032 033
A724
034

Focsle
A724 Deck A724
From 026 048
Engine A724
Room A724 072
A724 Key Bow Thruster Room
089 A724
086
A724 048
097 Fire Water Sea A724 A724
A724022 A724078 PI +- A724 Emergency PI A724 056
Chest 055
International Forward 050 Fire Fighting Pump 053
Sea Water 75m3/h
Fire Shore Connection

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 Johannes Mærsk Deck Operating Manual
5.1.2 FIRE HYDRANT SYSTEM Emergency Fire Pump Bilge/Fire Pump
INTRODUCTION No. of sets: 1 Position Description Valve
Maker: Behrens Pumpen
Fire plans are located on the upper deck on the port and starboard sides of the Open SW main suction valve A722-150
Type: Vertical, centrifugal
ship near the accommodation ladder. This enables shore fire parties arriving Closed Bilge main suction line valve A722-065
at the ship using either accommodation ladder to see the layout of the ship. Model: VRF3/350 G
Capacity: 75m3/h at 7 bar Closed Engine room port direct bilge suction valve A722-064
These plans must not be removed from the locations and checks must be made
at frequent intervals to ensure that they are there and that they are complete. Closed Pump discharge to overboard A722-062
A fire plan is also located in the fire station room located next to the ship’s The emergency fire pump supplies the fire main only. It is an electrically driven Open Pump discharge valve A722-149
control centre on the starboard side of A deck; the fire station room is entered self-priming vertical centrifugal pump which is situated in the bow thruster
from the ship’s control centre or directly from the alleyway. room. Its power supply is taken from the emergency switchboard. The pump can Open Pump discharge crossover to fire main A724-007
be started locally or remotely from the bridge and the fire station.
Two international shore connectors to the fire main allowing shore hoses to
be connected are stored in the fire station. (Note: It is essential that all fire hoses are stored correctly and that the d) Start the fire pump or the bilge/fire pump to supply water to
nozzles are located with the hoses. All items must be maintained in the fire main. The pumps may be started locally, from the fire
The fire hydrant and wash deck system can supply sea water to: serviceable condition at all times.) station or the bridge.

• The fire hydrants in the engine room e) Open the required hydrant valves on the fire main after
• The fire hydrants on deck Preparation for the Operation of the Fire Hydrant System connecting the fire hose.
• The fire hydrants in the accommodation block a) Ensure the deck main isolating valve in the engineers’ under Deck fire hydrant valves are located as follows:
• Hawse pipes passageway port and starboard are open (normally locked open).
• Forward bilge eductor system
b) All hydrant outlet valves must be closed. Location Hydrant Valve
The following pumps can supply the fire and wash deck system: Port Starboard
c) Set up the valves as shown in the table below:
Upper deck
Fire Pump It is assumed that the SW main suction valves at the SW valve chest(s) are
Mooring deck aft A724-045 A724-024
No. of sets: 1 open to provide SW suction, and that the forward ring main isolating valves
A724-077 and A724-074 are open. These valves are located in No.1 hatch at Accommodation block aft A724-044 A724-025
Maker: Behrens Pumpen
the first level down, port and starboard sides, and that the isolating valves in No.11 cargo hatch A724-043 A724-026
Type: Vertical, centrifugal the port and starboard engineers’ alleyway are open as follows:
Model: VRW5/350 G No.9 cargo hatch A724-042 A724-027
Capacity: 140m3/h at 7 bar Port Alleyway Starboard Alleyway No.7 cargo hatch A724-040 A724-029
Bilge/Fire Pump Engine room No.5 cargo hatch A724-039 A724-030
isolating valve A724-023 A724-022 No.4 cargo hatch A724-037 A724-032
No. of sets: 1
Maker: Behrens Pumpen Isolating valve No.2 cargo hatch A724-036 A724-033
to accomm. A724-085 A724-086
Type: Vertical, centrifugal with self-priming unit Bosun’s store A724-035 A724-034
Isolating valve
Model: VRW5/420 G
to deck A724-084 A724-078 Mooring deck forward A724-047 A724-046
Capacity: 220/140m3/h at 7/5.8 bar
Steering gear room A724-073
Fire Pump
The bilge/fire pump is normally set so that it can supply water to the fire Position Description Valve
main. The fire pumps can be started locally, from the fire station and bridge.
The bilge/fire pump suction valve from the sea suction main and the discharge Open (locked) SW main suction valve A724-001
valve to the fire main outlet are locked open. Closed Line drain valve A724-006

All the above pumps take suction from the main sea water crossover line Open (locked) Pump discharge to fire main A724-004
in the engine room. Open Bilge/fire pump crossover valve A724-007

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 Johannes Mærsk Deck Operating Manual
E
Illustration 5.1.2b Fire Hydrants System (Engine Room)
E Cangine
sin R
Cangine A7 g F oo
sin R
g D oo
2
09 4 Dem
5 ck
Dem
ck
Fir
eM
To ain A7
4th 0924 Fir
De 3 eM
ck E Ac
Fir
eM Cangine co To ain
mm
To ain Bo sin R od
il A7 g B oo ati
4 U er To Dem o
Fir Deth De p 09 2 4 ck
n
eM ck ck 1
Fir
To ain eM
4th Ac
De co To ain A7
mm
ck A7
od 0124
A7 0124 ati 7
2 on
0124 A7 A7
3
0124 0224
8 3 A7
0824
A7 A7 4
Fir
eM 0224 0924
To ain 1 8
4th A7
De 24
ck 3rd 0224 A785
To
5th A7 De 0 0 24 Pa Por
De 2 ck A796 ssa t
ck 014 0 ge
wa
1 A7 y
0924
9
A7
24 0124
9
A786
0 A7
0824
9

A7 24
0224 A797
2 A7 0
0724
8 To Key
Pa Star
ssa bo
ge ard Fire Water
wa
y
Sea Water

A7
4th 0 1 24
5
A7 De Fir
ck A7 e
01 24 0 1 24 FroMain
0 6
5 m
Deth
ck
A7 Fir
e
00 24 FroMain
9
5 m A7
A7 Deth 2
Ta
n 2 24 ck 014
kT 00 4 A706 Fir
e
4
op 8 0 P I +- FroMain
5 m
A7 PI Deth
24 ck
ard A707 0024
o 0 4
v erb
O
To A7
PI
Fir SW
eF
0622 Bil A7
2 A ge Puighti 2 Ma
in
7 Pu /Fire mp ng 00 4 r Fir
1422 mp 1 ate e
9 aW FroMain
Se 5 m
Deth
A7 ck
0024
4

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 Johannes Mærsk Deck Operating Manual
Location Hydrant Valve
Port Starboard
Accommodation Block
A deck A724-057 A724-058 Sea Chest Vent Line Weed Blow Isolating
Valve A729-163 Valve
B deck A724-059 A724-060
C deck A724-061 A724-062
D deck A724-063 A724-064
E deck A724-065 A724-066
F deck A724-067 A724-068
G deck A724-079 A724-080
H deck A724-069 A724-070

Engine Room Fire Hydrants

Port Forward Starboard
Tank top A724-009 A724-008 A724-010
Deck 5 A724-012 A724-011 A724-013
Deck 4 A724-015 A724-014 A724-016
Deck 3 A724-018 A724-019 A724-020
A724-098 A724-021
Boiler top - U deck area A724-017
Engine room casing B deck A724-091
Engine room casing D deck A724-093
Engine room casing F deck A724-095

Emergency Fire Pump

If the emergency fire pump is to be used, it can be started locally or remotely
from the fire station or the bridge. Suction and discharge valves from this
pump are locked open so that the pump can be started and supply water to the Emergency Fire Pump in the Bow Thrust Compartment
fire main immediately. The emergency fire pump power supply is fed from
the emergency switchboard.

The emergency fire pump located in the bow thruster room has its own sea Pump Suction Valve Pump Sea Chest
Pump Discharge Valve Isolation Valve
water suction valve chest with the manual valve A724-048 locked open. The A724-053
A724-050
A724-048
sea chest vent line valve A729-163 should remain in the open position. The
sea chest also has an air weed blow facility which is kept shut in normal
operations. The connections onto the main fire line with associated isolating
valves are in No.1 hatch, bay No.1 at the top level port and starboard.

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.3a CO2 Fire Extinguishing System
SMOKE DETECTION SYSTEM SDS

Fire Station Smoke Detection System ON FIRE FAULT

ACCEPT TEST RESET

SWITCH FANS
DIAGNOSES
Safetec ON-/OFFLINE

Release Fan Unit Bridge

Main in Funnel Repeater
Release Groups for Valve Casing Panel
Cargo Holds Cargo
Supply Cabinet for A B C D E Holds
Release Cabinet for
Main Bank Release
Engine Room Key

P
To Alarm and To Alarm
SMOKE DETECTION SYSTEM SDS

ECR
Ventilation Via Via
Via Relay Relay Relay
Stop Via Repeater
Box Box Box ON FIRE FAULT

Relay Box Safetec

ACCEPT TEST RESET
SWITCH FANS
DIAGNOSES
ON-/OFFLINE
Panel
P
Key
P

Hold No. 6 Starboard

CO2 Room Hold No. 6 Port

Release
Main
To Alarm and Ventilation
Release Groups for Valve
Stop Via Relay Box
Cargo Holds Cargo
Supply Cabinet for Release Cabinet for A B C D E Holds P
Main Bank Release Engine Room Key
Hold No. 5
P

P
P
Key
To Alarm
Via Relay Hold No. 4
Box

To Alarm and
Ventilation
Stop Via
Relay Box Hold No. 3
To
To Bridge
Free
Air
P

Hold No. 2
To Alarm and
Ventilation
Stop Via
Time Delay Relay Box
CO2 Relay Unit
Box To
Bridge
POD Valve P
Release Hold No. 1
Cylinder

Engine
Room
Group A Power Supply
Group B
Group C
Group D
Group E
188 CO2 Bottles
Total Discharge

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 Johannes Mærsk Deck Operating Manual
5.1.3 CO2 FIRE EXTINGUISHING SYSTEM The main bank of cylinders is connected to discharge nozzles within the Pressure Operated Distribution Valves
protected spaces via cylinder manifolds and distribution pipe work. A pressure
Maker: Unitor gauge and pressure switch are fitted to the main CO2 manifold. A pressure operated distribution (POD) valve is installed into the CO2
Type: High Pressure discharge pipe work between the CO2 manifold and the discharge nozzles to
The system is designed to discharge the required number of cylinders into direct the CO2 gas into the space where the fire is located. The following
Capacity: 188 cylinders each containing 45kg
each space protected as follows: sizes are used for each space:
Spaces protected: Engine room and cargo holds
Initial Cylinder Discharge Arrangement 125mm for engine room CO2 discharge
INTRODUCTION
25mm for cargo holds
Dependent upon the application, CO2 is normally employed at levels of Location No. of cylinders required
These valves are located within the CO2 room.
between 35% and 50% by volume to produce an oxygen deficiency and thus Engine room 188
extinguish a fire. This level of oxygen reduction is also capable of causing Empty Full
asphyxiation. Fixed systems are therefore designed to include safeguards Cargo hold No.1 42 18 Control Box Positions
which prevent the automatic release of the CO2 whilst the protected area Cargo hold No.2 110 42
is occupied. The users of portable extinguishers should ensure that there is Cargo hold No.3 146 54 Discharge of the CO2 is manually activated from a control box. There are control
sufficient air to breathe normally. CO2 is not generally regarded as having a Cargo hold No.4 168 110 boxes connected to the central bank system and are located as follows:
high intrinsic toxicity and is not normally considered to produce decomposite Cargo hold No.5 168 110
products in a fire situation. Cargo hold 6 port 12 6 In fire control station: Master control box for engine room CO2 release
Cargo hold 6 starboard 12 6 In fire control station: 6 line master control box for cargo holds CO2 release
CO2 cylinders are fitted with safety devices to relieve excess pressure caused
by high temperatures. To avoid this situation, it is recommended that cylinders The main bank of CO2 cylinders has a subdivision of five sections for use In CO2 cylinder room: Manual release box for engine room CO2 release
are located in areas where the ambient temperature will not exceed 46°C. in the cargo holds, in order to take into account the variation in cargo hold In CO2 cylinder room: 6 line master control box for cargo holds CO2 release
Cylinders must not be stored in direct sunlight. capacity. See the table below for the groupings.
Certain gaseous extinguishing agents may cause low temperature burns when
Location Group of cylinders required Alarms
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. Empty Full
Various alarms are connected to this system to give warning of CO2 discharge,
Cargo hold No.1 A, C A, B
and are installed as follows:
WARNING Cargo hold No.2 D A, C
Danger of asphyxiation. Re-entry to a CO2 flooded area should not be Cargo hold No.3 C, D A, B, C • Engine room
made until the area has been thoroughly ventilated. Cargo hold No.4 A, B, E E • Cargo holds
Cargo hold No.5 A, B, E E
Cargo hold 6 port B A They are activated via a heavy duty relay from switches mounted on the
System Description Cargo hold 6 starboard B A control box doors and POD valves.
Areas Protected
Cargo Hold System
The central bank CO2 system installed in the ship protects the following
areas:
Discharge of CO2 to the cargo holds is via individual diverter valve blocks
• Engine room to each cargo hold.
• Cargo holds No.1 to 6
Diverter valves are used where the CO2 system is combined with the cargo
hold smoke detecting system protecting the cargo spaces. The CO2 gas is
Central Bank CO2 System redirected down the smoke sampling lines to the cargo space affected, after
changing over the three-way diverter valve situated below the smoke sampling
The central bank CO2 system consists of 188 cylinders each containing 45kg control panel in the fire control station.
of CO2 located in the CO2 room, which is entered from the stairway right
aft on the starboard side of the aft mooring deck. The room is fitted with
an exhaust fan and a CO2 room concentration alarm monitoring unit. The
monitoring unit also monitors the pilot cylinder cabinet in the fire station.

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 Johannes Mærsk Deck Operating Manual

Supply
Cabinet for Pilot
Release System

Release
Cabinet for Engine
Room System

Release CO2 Release Station in the CO2 Room

Cabinet for Cargo
Hold System

Handle Insertion Point

for Manual Release of
Cylinder

CO2 System POD Valves and Timer Release Cylinder

Timer Release
Device

CO2 Cylinder Discharge Fitting

Engine Room Release Cabinet, Alarm and Ventilation
Stop Switches

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 Johannes Mærsk
Supply Cabinet
The system is operated by a supply of CO2 separate from the main fire
extinguishing CO2. It is stored in a two small pilot cylinders installed within
the supply cabinets. The pilot cylinders are connected to the main pilot system
pipe work via two isolation valves installed within the release cabinets for the
engine room system, and individual isolation valves for the cargo system.
One isolation valve is connected via small bore pilot gas pipe work to the
main cylinder banks to open the required number of cylinders, the other is
connected via a separate pilot gas line to open the relevant POD valve. The
pilot line to the engine room release is via a delay timer, which opens a further
pilot release cylinder to operate the POD valve after approximately 60 - 90
seconds. The isolation valves are positioned so that the release cabinet door
cannot be closed with the valves in the open position.
It is arranged that when the release cabinet doors are opened, switches
will initiate audible and visual alarms for the cargo holds and engine room
respectively and additionally, stop the ventilation fans in the engine room.
A pressure gauge is fitted to the pilot CO2 pipeline to indicate the pilot
CO2 pressure.
In the event of fire, Maersk Shipping fire fighting reporting and response
procedures apply. The following text applies purely to the operation of the
CO2 systems.
Operating Instructions
Engine Room System
a) When a fire is deemed to be out of control and on the command
of the Master/Chief Engineer, shut down machinery fuel
supplies and ventilating systems. Close all doors, ventilators
and other openings, having first ensured that all personnel have
been evacuated and accounted for.
b) Go to the extinguishing system control box in the fire control
station.
c) Open the engine room release cabinet door, this will cause the
alarms to sound in the engine room and stop the ventilation
fans.
d) Open both isolation valves by pulling the valve levers down.
Issue: 1
Menu
Deck Operating Manual
e) Take the key from the release cabinet and open the supply
cabinet door. Open one pilot CO2 cylinder by turning the hand
wheel valve.
f) Pilot gas will now operate the release mechanism for the main
bank CO2 cylinders. Pilot gas from the second lever valve
in the release cabinet will direct pilot gas to the time delay
unit which will open the POD valve after a 60 to 90 second
period. The POD valves will direct CO2 to the engine room
nozzles.
g) After 10 minutes close the pilot cylinder hand wheel valve.
h) When the pilot pressure gauge within the supply cabinet is
zero, close both pilot isolation valves.
(Note: Allow approximately 24 hours for structural cooling before opening
the engine room and ventilating the space.)
WARNING
Do not enter a CO2 flooded space without using breathing apparatus.
In the unlikely event of pilot gas initiation failure from the fire station:
a) Proceed to the engine room release box in the CO2 room. Open
the release cabinet, the alarms will sound in the engine room
and the ventilation fans will stop. Carry out the same procedure
d) to h), as for the operation from the fire station.
Manual Operation
In the unlikely event of pilot gas initiation failure from both the fire station
and CO2 room:
It is assumed that the release cabinet(s) are already open, with the alarms
being sounded, ventilation shut down and all personnel accounted for.
a) Release the individual cylinders by using the four manual
release handles which are situated on the bulkhead close to the
release cabinets in the CO2 room.
b) When all the cylinders have been released, open the POD
valve for the engine room by moving the yellow extension arm
upwards through 90°.
The same conditions apply as previously mentioned for re-entry into the space.
5.1 Emergency Procedures - Deck - Page 10 of 36
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 Johannes Mærsk Deck Operating Manual

CO2 Detector for CO2

Room and Fire Station

Door Switch for

Cargo Hold Alarms

CO2 Release Station in the CO2 Room

Main Valve
Cargo Hold

Door Switch for

Room Alarm

Discharge Valve for

Emergency Generator
Room

Cargo Hold Release Cabinet and Alarm Switch

CO2 Release for Emergency

Generator Room

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 Johannes Mærsk Deck Operating Manual
Hold System Manual Operation Galley Trunking CO2 System

a) Before operating the extinguishing system, ensure that there are
no personnel in the cargo space and all personnel are accounted
for. Stop any ventilation units leading air into the compartment,
seal all openings including hatch covers, ventilators, ports,
sounding pipes etc. connected with the compartment.
b) Go to the cargo hold system three-way diverter valves in the
fire control station and reposition the three-way diverter valve
for the cargo hold on fire by pulling down the lever to redirect
CO2 gas down that line.
c) Open the release door for the cargo hold manifold block, this
will cause the alarm to sound in the cargo holds. Open the
manifold valve(s) A to E for the required amount of main bank
cylinders to be released. Open the ‘main valve cargo hold’
valve situated on the right hand side of the cabinet.
Manual operation of the cargo hold system is the same as for the manual
operation for the engine room, except in this case, only manually open the
required amount of cylinders for the capacity of that hold. There is a tag plate
at the end of each row of cylinders indicating the row capacity.
When the required amount of cylinders have been opened, manually open the
cargo hold POD valve by turning the yellow lever through 90° upwards.
Emergency Generator CO2 System
The emergency generator room is fitted with an independent CO2 extinguishing
system. There are two 45kg CO2 cylinders situated in a room adjacent to the
emergency generator room.
In the event of fire in the emergency generator room:
The galley is fitted with an independent CO2 extinguishing system. In the
dry provisions room there is a single 9.8kg CO2 cylinder situated at the
partition bulkhead between the galley and dry provisions area. In the event
of fire in the galley trunking:
a) Operate the fan damper closing button in the alleyway beside
the galley door.
b) Open the CO2 cabinet door, the ventilation fans for the
galley will shut down, the ‘accommodation fail’ alarm will be
indicated on the duty alarm system 40M panel.
c) Open the CO2 cylinder valve, then open the discharge line
valve to the trunking casing. Close the valves when the CO2
has been discharged.

d) Take the key from the release cabinet and open the supply a) Operate the fan emergency stop pushbutton directly outside
cabinet door. Release one pilot CO2 cylinder by opening the the room.
pilot cylinder handwheel valve. The POD valve for the cargo
holds will now open, directing CO2 via the diverter valve b) Operate the DO tank quick-closing valve, SOS valve 9 in the
into that hold. fire station.

(Note: During the above procedure and until arriving in port, keep all
openings sealed and directional valves open. Do not open the hatches
or other openings of the compartment until arrival in port.)
In the unlikely event of pilot gas initiation failure in the fire station:
a) Go to the cargo hold system three-way diverter valves in the
fire control station and reposition the three-way diverter valve
for the cargo hold on fire by pulling down the lever. CO2 gas
will now be directed down that line.
c) Ensured that all personnel have been evacuated and accounted
for.
d) Open the emergency generator CO2 room, the CO2 alarm in
that space will sound. Open both cylinder valves, then operate
the discharge valve into the space.
(Note: Allow sufficient time for structural cooling before opening the
emergency generator room and ventilating the space.)

b) Go to the cargo hold CO2 release box in the CO2 room. Carry
out the same procedure c) to d) as for the operation from
the fire station.

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 Johannes 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

Sample Lines

1 No.1 Hold Fwd and Aft 8 No.5 Hold Centre

2 No.2 Hold Centre 9 No.5 Hold Fwd and Aft

3 No.2 Hold Fwd and Aft 10 No.6 Hold Port Fwd and Aft

4 No.3 Hold Centre 11 No.6 Hold Starboard Fwd and Aft

5 No.3 Hold Fwd and Aft

6 No.4 Hold Centre

7 No.4 Hold Fwd and Aft

Fan Units Located in Funnel Casing

Corresponding to G Deck Level
Fan Unit Fan Unit Exhaust Outlet to
Funnel Top

1 2 3 4 5 6 7 8 9 10 11 Three-Way Valves

CO2

Cargo Holds

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 Johannes Mærsk Deck Operating Manual
5.1.4 SMOKE DETECTION SYSTEM d) Switch on the air sampling fans and check the fan aggregate Action
for functioning by means of the menu on the control panel Press the ACCEPT button to acknowledge the alarm to silence the buzzer; the
Maker: Safetec, Brandes and Niehoff GmbH display. lamp stays illuminated until the fault is corrected.
e) Upon switching on, the green lamp will be illuminated and
INTRODUCTION
panel display will indicate NORMAL OPERATION ON FAN Test Function
The smoke detection system (SDS) is applied to the cargo holds and is 1 (or whatever fan unit is running).
The ACCEPT button can be pressed at any time in order to test the buzzer,
used in conjunction with the CO2 fire extinguishing system. Hold sampling
f) Perform a lamp and buzzer test to ensure that these are control lamps and light of the LCD.
pipes are also used for directing the CO2 into the holds as required. This
changeover is achieved by means of three-way valves. The smoke detection working.
panel is located in the fire control station with repeater panels in the ECR Special Functions
and on the bridge. g) The smoke detector system is now in operation.
If the ACCEPT button is pressed for longer than 6 seconds a special function
The smoke detection panel has detection lines from the holds, each detection Fire Alarm mode is activated. The buzzer stops and the LCD shows the following text:
line being connected to a separate detector box which has a visual detector
inside and an airflow detector on top of the box. The smoke detectors are The events described presume that the operator will initially react to the fire • SELECT SPECIAL FUNCTIONS?
self-controlled with respect to internal dust residue and their sensitivity is alarm at the attended operator watch station. In sea mode this is on the bridge,
kept constant up to a certain level of turbidity; above this a fault is indicated If YES press the button again.
in harbour mode this will be in the ship’s control centre.
at the LCD display. The smoke detection panel has connections for main • If the ACCEPT button is not pressed, normal smoke monitoring
and emergency power supplies and also deals with fault alarms and common is activated.
Indication
fire alarms. An alarm indication is relayed to the Geamar DAS 40M duty
alarm system panel. If smoke is detected in the air sample the detector will react. A buzzer • If the ACCEPT button is pressed, the special mode function
indicator will sound and the red fire lamp will flash. The LCD at the detector is activated.
The fan unit located in the funnel casing corresponding to G deck, contains panel will indicate FIRE LINE X where X is the number of the detection line
two fans for drawing samples of air from the holds and is driven by electric in which smoke has been detected. The special functions on the LCD will scroll in the sequence below;
motors. The exhaust sample air is directed to the funnel top area. • Proceed reset?
Action If YES press button again.
The three-way diverter valves for interconnection with the CO2 system are
located below the smoke detection panel in the fire control station. In the Press the ACCEPT button at the SDS control panel in order to acknowledge • Toggle fans?
hold space the sampling/CO2 discharge pipes are routed where they will be the alarm. This stops the buzzer and stops the red light flashing; the red light
If YES press button again.
unlikely to suffer impact damage. Sampling pipes are self-draining with drains is illuminated continuously. Additionally the alarm must be accepted on the
located at the lowest positions. Geamar duty alarm system 40M panel. • Display Diagnoses of Smoke Detectors?
If YES press button again.
If the fire alarm is not acknowledged within 2 minutes by pressing the
Procedure for Operating the Smoke Detection System ACCEPT button on the duty alarm system 40M panel, the general emergency • Select On/Offline?
alarm will be activated. If YES press button again.
The smoke detection system should not be operated during painting in the
hold spaces as the solvents released by the paint can pollute the smoke The action taken with respect to the release of CO2 will depend upon the
detector. Each special function can be selected for as long as it appears on the LCD.
circumstances of the fire and this requires action to be taken on the bridge. If no special function is selected at the end of the scrolling period the system
a) Ensure that all parts of the system are connected and that all the automatically returns to the normal monitoring program.
three-way diverter valves are set for air sampling. Fault Alarm
Reset
b) Switch on the main and emergency power supplies at the Indication
detector panel. This function serves to allow resetting of the fire alarm and resetting of the
A system fault will be indicated by the sounding of the buzzer with an
intermittent tone and the illumination of the yellow fault lamp. detection lines to the on line mode.
c) Ensure that there are no faults and if there are, acknowledge
and correct them.
The LCD indicates the presence of a fault on the display, FAULT: (Indication
of the source of the fault).

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 Johannes 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

Sample Lines

1 No.1 Hold Fwd and Aft 8 No.5 Hold Centre

2 No.2 Hold Centre 9 No.5 Hold Fwd and Aft

3 No.2 Hold Fwd and Aft 10 No.6 Hold Port Fwd and Aft

4 No.3 Hold Centre 11 No.6 Hold Starboard Fwd and Aft

5 No.3 Hold Fwd and Aft

6 No.4 Hold Centre

7 No.4 Hold Fwd and Aft

Fan Units Located in Funnel Casing

Corresponding to G Deck Level
Fan Unit Fan Unit Exhaust Outlet to
Funnel Top

Three-Way Valves

CO2

Cargo Holds

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 Johannes Mærsk Deck Operating Manual
Switch Fans After the final detection line has been dealt with, the system automatically
changes back to normal monitoring.
By activating this mode the operating fan is switched off and the other fan
is started. The next changeover takes place automatically approximately 28 If one or more lines are switched off the yellow lamp is illuminated
hours later. This function serves only to test the fans. continuously.

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
a fault is triggered on the LCD. The actual condition of all smoke detectors panel for any 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
a) 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)
b) The fire alarm should sound.
70-70 Smoke detector in normal operation with slight internal
c) 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

On-Line/Off-Line
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.

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.5a Fresh Water Mist Extinguishing System
Fire Alarm Control
Panel on the
Bridge

Lubricating Oil Purifier Room Solenoid Valve

Local/Auto/ - OFF - Manual
Total Number of Control Panel in the ECR
Pump Start PI
Nozzles: 5
95% Control Panel
LAH Auto - Off - Manual
Starboard Solenoid Valve
Fresh Water To PIC Open Control Panel
Deck 5 Starboard
Tank Hydrophore in the Fire Station
T301 A752- Pumps
(214 m3) 109 A796- PI
20% PI 004 PI
LAL Auxiliary Engine Room
Fresh Water
PI Fog Pump R1014 Total Number of
Auto - Off - Local Nozzles: 20
A796- A796- 30m3/h
012 001 at 8kg/cm2 Control Panel

Drain To
Bilge Well

A796-001 Oil-fired Boiler

Auxiliary Engine Room

Total Number of Total Number of
A796-012 Nozzles: 3 PI Nozzles: 20

R1015

A796-004

Fresh Water Fog Extinguishing Pump

Steering Gear
Compartment
95%
LAH
Port To Fuel Oil Purifier Room
Fresh Water Hydrophore Paint Store
Tank Pumps Total Number of PI Key
T300 A752- Nozzles: 5
(214 m3) 106
R1026 Fresh Water
20%
LAL Total Number of
Nozzles: 3
Deck 4 Port Electrical Signal
A796-
013
Local Release
Drain To Panel
Bilge Well

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 Johannes Mærsk Deck Operating Manual
5.1.5 FRESH WATER MIST EXTINGUISHING SYSTEM The fresh water mist control system also shuts off the engine room ventilation f) At the control panel in the ECR, set the individual solenoid
fans when the water mist system is activated. valve switches to the LOCAL/AUTO position in order that
Fresh Water Mist Supply Pump they operate in response to the fire detection sensors in the
Procedure for Setting the Water Mist System for Operation associated compartment.
Maker: Danserv AS.
No. of sets: 1 The description assumes that FW tank T300 is being used. g) The fresh water mist system is now operational and the pump
Type: Horizontal self-priming, centrifugal will operate to maintain pressure in the pipe system.
a) Check that the fresh water tank to be used has sufficient water.
Model: S70-50-220
The nozzle heads and valves should be checked at intervals in order to
Capacity: 30m3/h at 8.1kg/cm2 b) Open the supply valve from the FW tank to be used; A796-013 detect any leakage.
for tank T300 and A796-012 for tank T301.
INTRODUCTION The pump may be operated manually if required but should always be set to
(Note: The FW tank system is such that neither tank would ever be empty as AUT in order to ensure fire protection.
High pressure water forced through atomiser heads will break down into very the tank not being used to supply water to the domestic system would
fine droplets. These droplets have a very effective extinguishing effect on be in the process of being filled by the FW generator. When changing Pressing the LAMP TEST button provides a check on the indicator lamps.
fires, even oil fires. The fine droplets remain suspended in the air and so over FW tanks for domestic purposes the suction valves for the water
they do not disturb the oil surface nor do they settle to form a water layer fog system must also be changed.)
on which burning oil could float. Fine water droplets present a large surface
area to the fire and so they exert a cooling effect as the droplets rapidly c) Set the valves as in the following table:
evaporate. The large droplet concentration and the evaporation have the effect
of reducing the local oxygen level. The cooling effect and the reduced local Position Description Valve
oxygen concentration result in the fire being extinguished. Open T300 FW tank suction valve A796-013
The fresh water mist fire extinguishing system relies upon the delivery of Closed T301 FW tank suction valve A796-012
high pressure water to nozzle heads located at sites of fire risk. Such areas Open Fresh water mist supply pump suction valve A796-001
include purifier rooms and fuel injection systems of diesel engines. The area
to be protected is provided with a number of nozzle heads fitted in branch Open Fresh water mist supply pumps discharge valve A796-004
pipes which are connected to the main supply line to that compartment. Operational Solenoid valve to FO purifier room (deck 4)
The main supply line to the compartment has a solenoid operated isolating as required fresh water mist system
valve. The solenoid valve is activated by the fire control system when a fire Operational Solenoid valve to LO purifier room (deck 5)
detector senses a fire in the protected compartment. The main mist piping is as required fresh water mist system
maintained under pressure and when the solenoid valve opens to release water
through the nozzles, the pressure drops and triggers a pressure switch which Operational Solenoid valve to auxiliary engine room
as required (R1014) fresh water mist system
starts the water mist supply pump.
Operational Solenoid valve to auxiliary engine room
The system uses fresh water in order to reduce the risk of corrosion in the as required (R1015) fresh water mist system
system. The fresh water is taken from the fresh water tanks (T300 and T301) Operational Solenoid valve to paint store
via dedicated valves. Six areas are protected by the water mist system these as required (R1014) fresh water mist system
are the two generator engine rooms, the FO purifier room, LO purifier area,
Operational Solenoid valve to oil fired boiler fresh water mist system
the oil fired boiler and the paint store.
as required

The main control panel for the water mist system is located in the engine
d) At the control panel ensure that there is 220V and 24V power
control room, with a solenoid operating control panel located in the fire control
and ensure that the motor starter ‘power on’ and ‘heater on’
room. The fresh water mist system releases water mist into a compartment
lamps are illuminated.
automatically when a fire is detected by at least two fire detection heads. It can
also be activated by pressing the appropriate compartment solenoid release
e) Set the motor switch to the AUT position; the water mist
button at the engine control room or fire control room panel. Additionally,
pump will start and pressurise the pipe system. It will cut out
local solenoid release panels are situated outside of each of the areas being
when the pressure sensor indicates that the desired pressure
protected.
has been produced.

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.6a Fire Detection Panel

1 4 3 2

Fire Alarm Panel

MAINS
1. - Lamp Lit by Fire Alarm - Flashing or Steady.

FIRE FAULT
2. - Lamp Lit when Panel is Mains Powered.
DISCONNECTIONS
3. - Lamp Lit by Fault Alarm - Flashing or Steady.

4. - Lamp Indicating Disconnections (disconnected functions).

7 8 9
ABC DEF GHI 5. - 4x40 Character Display. Alarm and Operating Operation.
5
4 5 6 12
6. - Keys to Operate the Menu System.
JKL MNO PQR
7. - Lamps Indicating the Presence of More than One Alarm.

6 1 2 3 8. - Key to Return to the Main Menu, or to Display Alarm Information.

STU _VW XYZ

OPERATION 9. - Key to Select the Display of Other Alarms.

7
0
10. - Key for Silencing Alarm Bells and Internal Buzzer.

11. - Keyboard Lock.

MENU NEXT ALARM
ALARMS ALARM SILENCE 12. - Numeric Lock.
FIRE ALARM PANEL BMS-904

8 9 10 11

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 Johannes Mærsk
5.1.6 FIRE DETECTION SYSTEM
Maker: Scana Servoteknikk AS
Type: BMS-904
GENERAL
The vessel is equipped with a sophisticated fire alarm system with a central
control panel monitoring both the status of internal circuits and components
and providing both visual and audible fire alarms.
OPERATION
The fire alarm control panel consists of six function keys together with a
numeric keyboard to input the required data.
The operating keyboard is normally locked against operation. A master key
MUST be inserted into the lock marked OPERATION and turned clockwise in
order to unlock the keyboard and enable operation. The key marked ALARM
SILENCE is however always functional.
When the operating keyboard is locked the upper line in the display is used as
a status line during normal functions and alarms.
Operation of the panel is carried out with a combination of three arrow keys
located below the display and a menu system shown in the display. The keys
have various functions depending on the displayed menu. When the keyboard
is unlocked, the lower line in the display shows the main menu. Selection
can be made from this menu by pressing one of the keys directly below the
text in the display. The chosen function will then be displayed in a new menu
with further instructions.
Function Keys
MENU ALARMS
Permits the display to return to the main menu. When the panel is in the
alarm state however, this key can be used to toggle between the main menu
and the active alarm message.
NEXT ALARM
Used to scroll through the different alarms. The two red lamps directly above
the key illuminate to indicate the presence of more than one alarm.
ALARM SILENCE
Silences the audible alarm. The panel can be programmed to restart the
audible alarm if ALARM SILENCE is pressed a second time.
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Deck Operating Manual
NUMERIC KEYBOARD PREV.ALARM
The numeric keyboard is used for several functions. The necessary instructions By pressing this menu key details of the previous alarm are displayed.
for the various menus are displayed as they arise.
Fault Alarm
When the panel is in normal operation and the keyboard locked, NORMAL
FUNCTION is displayed together with the time in hours and minutes.
Faults are indicated by a flashing yellow lamp marked FAULT. The internal
The ‘main menu’ is displayed when the keyboard has been unlocked. buzzer is activated and the upper line of the display shows FAULT and the
date and time the fault occurred. The next two lines of the display are used for
text describing the fault area and additional information.
Fire Alarm
The ALARM SILENCE key stops the audible alarm and the flashing yellow
A fire alarm is indicated on the panel by two flashing red lights in a square lamp marked FAULT then becomes an unbroken continuous light.
marked FIRE together with audible alarm bells. The upper line on the control
panel display will indicate the exact alarm point number in the form of a four In order to carry out further operations, the keyboard must be unlocked by
digit number (xxzz) with the date and time of the alarm and a text message turning the master key in the lock marked OPERATION.
displayed describing the fire head location.
The function of the three keys below the display are described by the text
The ALARM SILENCE key stops the audible alarm and the flashing red written above the keys in the bottom line of the display.
lamps marked FIRE then becomes an unbroken continuous light.
When the key under the text PANEL RESET is pressed, the panel and alarm
(Note: The ship’s general alarm will sound after three minutes if the alarm point with fault status will return to the normal operation condition.
is not acknowledged on the attended deck duty alarm system DAS
40M monitoring panel (i.e on the bridge in sea mode or in the SCC in If a fire alarm occurs when the panel indicates a fault alarm, the fire alarm will
harbour mode), on the master fire alarm panel on the bridge as well cancel all fault alarms and the panel will activate the fire alarm only.
as the duty alarm system DAS 40M panel in the ECR. Although the
alarm can be silenced at one of the remote repeater panels this will If the panel registers more than one alarm fault, several options appear on
not acknowledge the alarm.) the bottom text line:
The LCD display will indicate the location of the fire alarm, its addressable FIRST AL
ID number and type of detector head. The alarm is removed from the This displays the present alarm number and the total number of alarms active
active display by unlocking the control panel with the red master key then as a x/y where x is the alarm number, and y is the total number of alarms.
pressing centre ‘up arrow’, PANEL RESET is indicated on the screen above
the arrow. NEXT ALARM
By pressing this key details of the next alarm are obtained.
The function of the three keys below the display are described by the text
written above the keys in the bottom line of the display. PREV.ALARM
By pressing this menu key details of the previous alarm are displayed.
When the PANEL RESET is pressed, the panel and alarm point with fire
status will return to the normal operation condition.
If the panel registers more than one alarm, several options appear on the
bottom text line:
FIRST AL
This displays the present alarm number and the total number of alarms active
as a x/y where x is the alarm number, and y is the total number of alarms.
NEXT ALARM
By pressing this key details of the next alarm are obtained.
5.1 Emergency Procedures - Deck - Page 20 of 36
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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.6a Fire Detection Panel

1 4 3 2

Fire Alarm Panel

MAINS
1. - Lamp Lit by Fire Alarm - Flashing or Steady.

FIRE FAULT
2. - Lamp Lit when Panel is Mains Powered.
DISCONNECTIONS
3. - Lamp Lit by Fault Alarm - Flashing or Steady.

4. - Lamp Indicating Disconnections (disconnected functions).

7 8 9
ABC DEF GHI 5. - 4x40 Character Display. Alarm and Operating Operation.
5
4 5 6 12
6. - Keys to Operate the Menu System.
JKL MNO PQR
7. - Lamps Indicating the Presence of More than One Alarm.

6 1 2 3 8. - Key to Return to the Main Menu, or to Display Alarm Information.

STU _VW XYZ

OPERATION 9. - Key to Select the Display of Other Alarms.

7
0
10. - Key for Silencing Alarm Bells and Internal Buzzer.

11. - Keyboard Lock.

MENU NEXT ALARM
ALARMS ALARM SILENCE 12. - Numeric Lock.
FIRE ALARM PANEL BMS-904

8 9 10 11

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 Johannes Mærsk Deck Operating Manual
System Fault Setting Date and Time Print Log
The panel continuously displays the current date and time on the status line. The events may be printed out either as a single selected number or as a
A system fault is indicated by a flashing yellow lamp marked FAULT and complete list.
an intermittent sounding of a buzzer. This fault is extremely serious since the a) Select the OTHER FUNCTIONS key in the main menu.
panels’ microprocessor has ceased to operate. a) Select OTHER FUNCTIONS key in the main menu.
b) Select the CHANGE DATE/TIME key.
Other Faults b) Select EVENT LOG key.
c) Select NEW DATE and enter a new date using the numeric
The panel monitors a number of systems and functions: keypad. c) Select the PRINT LOG key and type in the event number to be
displayed, or select PRINT ALL to print all the events.
• Alarm outlets d) Select OK when completed.
• Control outlets d) Select OK when completed.
e) Select NEW TIME and enter the time using the numeric
• Fire door outlets
keypad. e) Return to the main menu by pressing MAIN MENU then
• Fault relays ALARMS.
f) Select OK to confirm entry.
• Fire contact relay
Clear Log
• Fire contact relay
Event Log
a) Select the OTHER FUNCTIONS key in the main menu.
• Internal buzzer
All significant events are recorded automatically by the monitoring system
• Data comm.outlet together with all alarms, faults, disconnections etc. b) Select the EVENT LOG key.
• General alarm outlet
Up to 400 events can be stored in the unit and can only be erased by entering c) Select the CLEAR LOG key and enter the four digit password.
• Mains supply the required password. If the log is full and a further event occurs, the oldest
• Battery supply event is automatically overwritten. d) Select OK to clear the log.
• Battery charging voltage
To view the event log: e) Return to the main menu by pressing MAIN MENU then
• Fuses voltage outlets ALARMS.
a) Select the OTHER FUNCTIONS key in the main menu.
• Insulation circuit
Alarm Log
• DC voltage supply b) Select the EVENT LOG key.
a) Select the OTHER FUNCTIONS key in the main menu.
A flashing yellow lamp marked FAULT and the activation of the internal c) Select the DISPLAY LOG key and use the PREVIOUS, NEXT
buzzer indicates these faults. and LAST keys to scroll through the display log. b) Select the ALARM LOG key and use the PREVIOUS, NEXT
and LAST keys to scroll through the log.
The alarm type FAULT is shown followed by the date and time. The type d) Select OK when completed.
of alarm is specified on the next two text lines which describes the location, c) Return to the main menu by pressing the MAIN MENU then
and other pertinent information. e) Select NEW TIME and enter the time using the numeric ALARMS.
keypad.
The ALARM SILENCE key stops the audible alarm. The flashing yellow
Display Set-up
lamp marked FAULT switches to continuous illumination and the display f) Select OK to confirm entry.
remains unchanged. a) Select the OTHER FUNCTIONS key in the main menu.
g) Return to the main menu by pressing MAIN MENU then
(Note: Faults must be corrected as soon as possible to ensure full effective ALARMS. b) Select the DISPLAY SET-UP key.
monitoring of the system.)
c) Select the SET INTENSITY key and adjust the display to 6%,
In order to continue with further operations on diagnosis of a fault, the 12%, 25%, 50%, 75% or 100% intensity.
keyboard must be unlocked and the PANEL RESET key pressed.
d) Return to the main menu by pressing the MAIN MENU then
ALARMS.

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.6a Fire Detection Panel

1 4 3 2

Fire Alarm Panel

MAINS
1. - Lamp Lit by Fire Alarm - Flashing or Steady.

FIRE FAULT
2. - Lamp Lit when Panel is Mains Powered.
DISCONNECTIONS
3. - Lamp Lit by Fault Alarm - Flashing or Steady.

4. - Lamp Indicating Disconnections (disconnected functions).

7 8 9
ABC DEF GHI 5. - 4x40 Character Display. Alarm and Operating Operation.
5
4 5 6 12
6. - Keys to Operate the Menu System.
JKL MNO PQR
7. - Lamps Indicating the Presence of More than One Alarm.

6 1 2 3 8. - Key to Return to the Main Menu, or to Display Alarm Information.

STU _VW XYZ

OPERATION 9. - Key to Select the Display of Other Alarms.

7
0
10. - Key for Silencing Alarm Bells and Internal Buzzer.

11. - Keyboard Lock.

MENU NEXT ALARM
ALARMS ALARM SILENCE 12. - Numeric Lock.
FIRE ALARM PANEL BMS-904

8 9 10 11

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 Johannes Mærsk
During ship’s operations it might be necessary to isolate detector heads while
hot work is taking place i.e., during welding operations. In these situations a
sensor head can be disconnected from the fire detection loop.
To Disconnect a Sensor Head
Deck Operating Manual
c) Enter the sensor address number using the keypad. Press
CLEAR if an incorrect number is entered. When the address
identification is correct, press the arrow button below OK.
If additional sensors are required to be disconnected, press
NEXT.

The alarm panel must be in the unlocked position with the master key
inserted in the OPERATION lock and rotated. The display will change from
Normal Function with the time shown, to indication of any parts of the
system that are disconnected. At the bottom of the display three options
will be shown, CONNECT/DISCONNECT, FUNCTION TEST and OTHER
FUNCTIONS.
a) Press the arrow button below the CONNECT/DISCONNECT
option, the options will now change to CONTROL OUTLETS,
SENSORS and DISCONNECT SENSORS IN ALARM.
d) When all the required sensors have been disconnected, press
the arrow key below DISCONNECT. Turn the master key
off. A buzzer will sound, the disconnections LED will light
up and SENSORS DISCONNECTED will be displayed on
the screen.
To Reconnect a Sensor Head
The alarm panel must be in the unlocked position with the master key inserted
in the OPERATION lock and rotated.

Selecting control outlets allows the operator access to a sub-menu consisting a) Press the arrow button below the CONNECT/DISCONNECT
of the following: option and type in the detector head to be reconnected. There
will be an option to reconnect all disconnected heads.
Parallel Alarm Connected: Disconnection of this function
prevents fire alarms being sent to the DAS 40M monitoring
b) Press the arrow key below the CONNECT option.
system.

c) Return the master key to the LOCKED position.

Control Outl.: Disconnection of this function prevents the
operation of system circuits during a fire alarm (e.g. ventilation
systems).

Alarm Bells: Disconnection of this function prevents the

operation of the fire bells.

Buzzer: Disconnection of this function prevents the operation

of the internal buzzer.

Door Release: Disconnection of this function prevents the

operation of the magnetic fire door release mechanisms.

b) Press the arrow button below the SENSORS option. The

menu will change with the option of SELECT SENSOR being
shown. Press the arrow button below SELECT SENSOR. The
menu will change to allow the operator to enter the sensor
address number.

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 Johannes Mærsk Deck Operating Manual
5.1.7 FIRE ALARM SYSTEM
Illustration 5.1.7a Fire Alarm System - Upper Deck and Focsle Deck

Up

O2 Garbage Reefer
Room Workshop
AC
CO2 CO2

Emergency Generator Deck Pool

Room Stores Tank

Vent
Elevator
Shaft

Engine
Room Engine Room
Stores
Hatch

Key

Vent
Waterproof Ion
Smoke Detector
Cables

Up Dn
Waterproof Siren For
CO2 CO2 Alarm

Focsle Deck
Air Conditioning
Plant Manually Operated
Suez Crew Call Point

Lighting Column with

Tally CO2 Alarm
Office WC

WC
Emergency Generator
Up
G
Upper Deck
Emergency Switchboard

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 Johannes Mærsk Deck Operating Manual

Illustration 5.1.7b Fire Alarm System - A, B and C Decks

A Deck
B Deck

Dn C Deck

Up
Up Up

Locker Key
Duty Mess Crew Crew Crew
Gymnasium Dining Room
Swimming
Pool
Waterproof Ion
Elevator Smoke Detector
Shaft Elevator
Shaft Up Heat Detector

Laundry
Crew Manually Operated
Call Point
Elevator
Galley Shaft
Alarm Bell
For Fire and General
F.P Emergency
Engine Fire
Casing Station Engine Crew
Casing
E.S.O.P Quick-Closing Valve for Fuel Oil
Engine
Casing
Dry Pushbutton for
Ship's Provisions Fire Alarm
A. E. H
Control Centre
Cables Up
Crew Stop for Pumps - FO, LO, Purifiers
Cables Cables
Bonded F.P & Oil Fired Boiler
Store
Up
Start/Stop for Fire Pumps
Beer Room E.O.S.P
Infirmary
Ventliation Emergency Stop
Cold
Freezer Provisions Locker Crew's Dayroom
Provisions Crew

Up

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.7c Fire Alarm System D, E and F Decks

D Deck E Deck F Deck

Junior Repare Repare Spare 1st Engineer's 1st Chief Engineer's Chief
Spare
Officer Bedroom Engineer Bedroom Engineer's
Dayroom

Elevator Elevator Elevator

Shaft Locker
Shaft Shaft
Dn

2nd Engineer Chief Engineer's

Office
Key
Officer's
Dayroom
Up Up Up Waterproof Ion
3rd Engineer Smoke Detector
Engine Engine Conference Room
Casing Chief Casing Alarm Bell
Steward For Fire and General
Bedroom Emergency
Engine
Dn Dn
Casing
Manually Operated
Call Point
Cleaning Captain's Office
Up Up Gear Cables
Cables Cables Chief Locker
2nd Officer Steward

Dn

Captain's
Chief Dayroom
Junior Chief Officer's Captain's
1st Officer Spare Bedroom Officer Pilot Bedroom
Officer Crew

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.7d Fire Alarm System - G and Bridge Decks

G Deck Bridge Deck

Key

Up
Waterproof Ion
Smoke Detector
Elevator SCBA Converter
Shaft Compressor Room
Alarm Bell
For Fire and General
Emergency

Up
Wheelhouse
Engine wc
Up Up
Casing Pushbutton for
Empty Room
Fire Alarm

Dn Dn
Fire Alarm Repeater Panel

Dn Dn
E.S.
M.E
Manually Operated
Call Point
Cables Up Radio
AEH
Equipment
Room Stop for Pumps - FO, LO, Purifiers
& Oil Fired Boiler

Ventliation Emergency Stop

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 Johannes Mærsk Deck Operating Manual

5.1.8 FIRE FLAP LOCATION AND CONTROL

Illustration 5.1.8a Fire Flap Location and Control - Mooring, Upper and Focsle Decks

ME-09 EE-09 MS-33 SC-33 ME-29 EC-29 MS-26 SC-26 ME-21 EC-21 MS-17 SC-17 ME-13 EC-13 MS-10 SC-10 ME-05 EC-05 ME-02 EC-02

NS-13
NS-11 NS-09/1
ME-11 EE-11 ME-35 EC-35 NS-35 ME-31 EC-31 MS-25 SC-25 ME-22 EC-22 MS-20 SC-20 ME-14 EC-14 MS-09 SC-09 ME-07 EC-07 MS-01 SC-01
ME-13 SE-12
A
NS-16 NS-09/2

EE-02
EE-01

Hatch No.11-P

Engine Hatch No.10 Hatch No.9 Hatch No.8 Hatch No.7 Hatch No.6 Hatch No.5 Hatch No.4 Hatch No.3 Hatch No.2
Room Hatch No.1

Air Hatch No.11-S

Condition
Plant

SE-03
R

ME-16 E-05 MS-10 AC-02 ME-10 ME-05 NS-36 ME-32 EC-32 MS-28 SC-28 ME-24 EC-24 MS-20 SC-20 ME-16 EC-16 MS-12 SC-12 ME-08 EC-08 MS-04 SC-04
AC-01 E-06
ME-19 EE-10
ME-23
ME-06

ME-36 EC-36 MS-34 SC-34 ME-30 EC-30 MS-27 SC-27 ME-23 EC-23 MS-18 SC-18 ME-15 EC-15 MS-11 SC-11 ME-06 EC-06 ME-03 EC-03
NS-19
ME-24
NS-02

ME-01

Key

ME-02
Closing Appliance

R ME-03
Remote Control for Fire Damper Focsle Deck

Ventilator
NS-01

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.8b Fire Flap Location and Control - A and B Decks
A Deck B Deck

Dn

ME-06 ME-01
A
Up Up
A
SE-12-1A
A Locker E-01-4B
Duty Mess Dining Room
Swimming
NE-12-2A Gymnasium Pool

Elevator
Elevator
Shaft
Shaft
S-05
E-01-2B
A
E-06 A
S-05 Laundry S-06 E-01
A

S-06 Galley Local

Emergency Stops
Accommodation
Engine Room
Engine Cargo Holds S-02-1B
Casing Fire
Station A
Engine S-02
A
Casing

A AC-01-3A
Dry Local
Ship's
Provisions
S-07 Control Centre A
A A
Bonded
E-05-4A Store
S-08 S-07 AC-01-3B
Key
Beer Room

A S-08
Automatic Operated Fire Damper
Infirmary Cold
Freezer Provisions
Closing Appliance Provisions

Ventilator Emergency Stop AC-01/02

Station
Emerg

E-05 ME-05 MS-02

Ventilator Start/Stop Station
Local

Ventilator

AC-01-1A

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.8c Fire Flap Location and Control - G and Bridge Decks

G Deck Bridge Deck

AC-01-3H
ME-04

NS-1G
MS-04 SEH-04

A
Up
A AC-01-1H
Elevator
Converter
ME-20 Shaft
Room

A Wheelhouse
Up
Up Up
wc A
NE-05 Empty Room A
E-05-1H
Engine
AC-01-2H Casing Emergency Stops
Dn Dn
Accommodation
Engine Room
Dn Dn Cargo Holds

A Key

Cables Up
ME-07 A
Automatic Operated Fire Damper

Closing Appliance
A

Ventilator Emergency Stop

ME-21 Station A
Emerg

E-05-2H
Ventilator
NE-2E

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 Johannes Mærsk Deck Operating Manual
5.1.9 Fire Fighting Equipment

Illustration 5.1.9a Fire Fighting Equipment - Upper Deck and Focsle Deck

P
9L 12

CO2 CO2 CO2 CO2 CO2 CO2

25

Hatch No.11-P
10FT
Engine Hatch No.10 Hatch No.9 Hatch No.8 Hatch No.7 Hatch No.6 Hatch No.5 Hatch No.4 Hatch No.3 Hatch No.2
Room Hatch No.1

CO2
Air Hatch No.11-S 5

Condition P

Plant 25

CO2
P
CO2 CO2 CO2 CO2 CO2 9L 12
Focsle Deck

Key

Fire Station Water Hose CO2 Portable Extinguisher

5
(5kg CO2)

Fire Main With Fire Valve P Portable Fire Extinguisher

9L 12
(12kg Powder)

International Shore
Connection Portable Extinguisher
P
(25kg Powder)
25

10FT
10 Ft Extension Piece
CO2 Alarm in Cargo Holds
CO2

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.9b Fire Fighting Equipment - A and B Decks
CO2 P
2 9L 12
A Deck B Deck

Dn

Up Up

Locker
Duty Mess Dining Room
Swimming P
Gymnasium Pool 9L 12
P 5FT
9L 12

Elevator
Elevator
Shaft
Shaft

Key
Laundry
P
9L 12
Fire Station Water Hose
P
9L 12
Galley
CO2
5

P
9L 12
F Fire Main With Fire Valve

Engine Fire
Casing Station International Shore
WF
Connection Engine
Casing
Panel for Remote
WF
Controlled Water Fog Dry
Ship's
Provisions
Control Centre
Cables CO2
Cables
Portable Extinguisher Bonded
5
(5kg CO2) Store

Ship's
Control Beer Room
Centre CO2 Portable Extinguisher
2 (2kg CO2)
P
Infirmary 9L 12
P Cold
9L 12 Freezer Provisions
P Portable Fire Extinguisher Provisions
9L 12
CO2 (12kg Powder)
5

Fire Blanket

5FT
5 Ft Extension Piece

F Fire Station
P
9L 12

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.9c Fire Fighting Equipment - C and D Decks

C Deck D Deck

P
9L 12
Up

Repair Man Repair Man

Crew Crew Crew Junior
Officer

P
Elevator Elevator
Shaft
9L 12
Shaft Locker
Up Dn

P
9L 12

Crew 2nd Engineer

CO2
5
Up
Key

Engine Crew 3rd Engineer

Casing Fire Station Water Hose

Engine
Fire Main With Fire Valve Casing
P
9L 12

Up CO2 Portable Extinguisher Up

Crew 5
2nd Officer
Cables (5kg CO2) Cables

Up Dn
P Portable Fire Extinguisher
9L 12 (12kg Powder)

Crew Locker Crew's Dayroom Crew Crew 1st Officer

Up

P
P 9L 12
9L 12

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.9d Fire Fighting Equipment - E and F Decks

E Deck F Deck

P P
9L 12 9L 12

1st Engineer's 1st Engineer's

P
Spare Bedroom 9L 12
Spare Bedroom
1st Chief
Engineer Engineer's
P Dayroom
9L 12

Elevator Elevator
Shaft Shaft

5FT
Officer's Chief Engineer's
Dayroom Office
Key

Up Up
Fire Station Water Hose

Engine Conference Room

Engine
Casing Officer's Casing
Fire Main With Fire Valve
Bedroom

Dn Dn
P Portable Fire Extinguisher
9L 12 (12kg Powder)

Chief Cleaning Captain's Office

Steward Gear Cables
Up
Cables 5 Ft Extension Piece Locker
5FT

Chief Captain's
Officer Dayroom
Spare Pilot
Chief Officer's Captain's
Bedroom Bedroom

P
P
9L 12
9L 12

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 Johannes Mærsk Deck Operating Manual
Illustration 5.1.9e Fire Fighting Equipment - G and Bridge Decks

G Deck Bridge Deck

CO2
5

P
9L 12

Up

CO2
Elevator 2
Converter
Shaft
Room
P
9L 12

Up
Wheelhouse
Up Up
wc
Empty Room
Engine
Key Casing
Dn Dn

Dn Fire Station Water Hose Dn

Fire Main With Fire Valve

Cables Up

CO2 Portable Extinguisher

2 (2kg CO2)

CO2
2
CO2 Portable Extinguisher
5
(5kg CO2)

P
Portable Fire Extinguisher
9L 12 (12kg Powder)

CO2
2

P
9L 12

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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

5.2.5b Garbage Management Plan II

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 Johannes Mærsk Deck Operating Manual
5.2 EMERGENCY PROCEDURES - NAVIGATION

5.2.1 STEERING GEAR FAILURE

The following actions to be carried out:

Steering Control Modes
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 Automatic Automatic
d) ‘Not Under Command’ shapes or lights to be exhibited. Follow-up Steering at
Tiller. For Emergency Steering Steering
Steering Stand
Override Autopilot A Autopilot B
e) Commence sound signalling.

f) Prepare engines for manoeuvring.

g) Take the way off the ship.

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

i) Evaluate the need for tug escort / assistance.

No

j) Evaluate the need for salvage.

k) Broadcast an URGENCY message to ships in the vicinity. Failure of FU Emergency Alteration

Emergency Steering Drill No Yes Yes

Emergency steering drill should be carried out at least once every three
months when traffic and navigational restrictions permit. steering
Change to NFU

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
from the navigation bridge. After each drill, details and the date it is carried
out are to be entered in the Deck Log Book.

Use Helmsman to steer, In the event of using the override tiller for emergency alteration,
advise Master and duty This will be instigated by the OOW.
engineer of any problem
Use the helmsman to steer. Call Master and duty engineer, advise
of problem.

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 Johannes Mærsk Deck Operating Manual
5.2.2 COLLISION AND GROUNDING Consider the following: 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 the 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 the vessel is moving ahead continuing movement ahead 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 to 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
uneven hard bottom.
Manoeuvring a Vessel after a Collision
Following a collision or other incident that could result in oil spilling from
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
demand a different manoeuvre to be carried out by the Master. All points
listed below are to be considered and are intended to assist in making the
right decision.
If power is available, consider use of the bow thruster unit to
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 the vessel’s response plan.
Disabled Vessel
In the event of a total power loss, steering failure or both, there are several
actions that can be taken to reduce the risk of stranding or collision.
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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 Johannes 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
2nd Crossleg

S miles
3S miles

Datum 1st Leg

S miles

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

60° − 70°
2S miles 4S miles

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

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
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

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 Johannes 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 lifebuoy from the bridge wing hydraulic location. each leg is the same.
release unit. The lifebuoys are situated on A deck aft of the
liferafts. k) Monitor X-band radar for locating the survival craft transponder d) The first leg of the search should begin in the direction where
(SART) signals using 6 or 12 mile ranges. the person is most likely to be seen.
c) Mark the position on the ARCS display (OSCAR) and the
GPS. 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
d) Sound the General Alarm and make a PA announcement. 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.
e) Post a lookout to continuously keep sight of the person. the recovery of survivors when sighted.

Square Search Pattern

f) Continue executing the turn, the type of which will be dictated General
by the situation and the positions of ships close by. 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 reciprocal ship should commence the square search pattern from the same
g) Ring the engines to standby. course, to the original position of the person overboard. datum point.

h) As parties close up to emergency stations, the rescue boat can 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
be prepared for lowering. on the state of visibility and the size of the search object. After
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
i) Hoist the appropriate flag signals and use the VHF to warn search leg is increased accordingly.
to keep them in sight.
vessels in the vicinity.

Search Patterns MERSAR

Search and Rescue
(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.
a) Check the position of the vessel in distress with respect to Wheelhouse Poster - Man Overboard Rescue Manoeuvre.) Search patterns including those suitable for use with more than one ship
own ship’s position. and aircraft are described.
The recommended search patterns, starting from a common datum point,
b) Relay the distress message, if no acknowledgement is received provide a basis to search for a man overboard. The search patterns for a
from the shore station. man overboard, whose position is known approximately, but cannot be seen
are as follows:
c) Proceed at maximum safe speed to the distress location and
inform the rescue control centre (RCC).

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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 Johannes 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 5°.
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 amidships 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 the towing vessel’s emergency towing arrangement • The disabled vessel’s trim, if possible, should be as follows:
(preferred due to poop configuration).
Towed by the bow trim should be one in one hundred by
c) Establish continuous radio communication between the the stern.
vessels. Towed by the stern trim should be one in eighty by the
head.
d) Pass a light line between the vessels.
• Steer directly into the wind to minimise yaw.
e) Connect to the emergency towing arrangement buoy line and • Some larger vessels yaw the least on a heading 20-30° off
deploy when the other vessel is ready. the wind.

f) The tow wire is connected to other vessel.

Passing Tow Line Alternatives
If picking up the other vessel’s tow wire, rig a bridle between two of
the poop winches using their wires and connect to the tow wire using a Use line throwing apparatus to pass an initial light line followed by heavier
suitable shackle. lines.

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

Garbage Management Plan For Maersk

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

Deck Engine Room Officers Crew Galley Stores Galley and 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 and Steward

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 Steward Work shop Motorman Cabin Steward Cabin Occupant
Radio room Steward E.C.R. Motorman Cleaning gear Cleaning gear
Location of Processing of Food Waste Location of
Ships C.C. Steward Engine Store Motorman Lkr on A&C-Dk Steward Locker on upp. Dk Steward Collected by Collected by
receptacles Food waste will be processed receptacles
Laundry Steward E/R Decks Motorman Conf. room Steward Crew smoking rm Steward
Deck stores Dayman Off. smoking Steward Suez room Steward Inside Store Steward using chafe cutter or disposer Inside galley Steward
room Gymnasium Steward and will be disposed to the Officers mess Steward
Infirmary Steward sea. Chief Cook is responsible Crew Mess Steward
for the operation of the
DISPOSER located in the
galley.

To Sea

Storage Storage

WATER TIGHT GARBAGE ROOM WATER TIGHT GARBAGE ROOM

LOCATED : On Port Side Upper Deck LOCATED : On Port Side Upper Deck
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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 Johannes Mærsk Deck Operating Manual
Illustration 5.2.5b Garbage Management Plan - II

Storing Garbage In Garbage Room (Located On Port Side Upper Deck )

Red Receptacle Blue Receptacle Yellow Receptacle Green Receptacle Black Receptacle
For incineration 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

Disposal To Shore Facility Sea Disposal Disposal To Shore Facility

1.Under the supervision of C/O 1.Under the supervision of C/O 1.Under the supervision of C/O
2.All disposals to be recorded in the 2.Obtained permission from Bridge 2.All disposals to be recorded in the
garbage log 3.All disposals to be recorded in the garbage log
garbage log
By Dayman By Dayman By Dayman

To land ashore To Sea To land ashore

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 Johannes Mærsk
5.2.5 OIL SPILLAGE AND POLLUTION PREVENTION
The following are guidelines for quick reference. The vessel’s SOPEP manual
covers this subject in depth as does the Company SMS.
Bunkering
When carrying out bunker oil transfer operations both in port or at sea a
suitable plan must be devised clearly indicating the operation process, person
in charge and safety checklist prior to start and during the operation. A
pollution control team must be assigned.
An example of their duties and responsibilities is as follows:
Master, is responsible for external communications
Chief Engineer is in overall charge of the on board clean
up/prevention operation
Deck duty officer assists the chief officer in cleaning up any
spillage and the prevention of further pollution
Duty seaman and additional crew members used as required
Drills must be carried out on a regular basis, practising the team in all aspects
of their duties and responsibilities.
In order to comply with the ISM code, a record must be kept of the drills, the
effectiveness of the team and any recommendations for improvement.
(Note: The oil dispersant is for use on deck and must not be used over the
side without the permission of the local authorities.)
Pads may need to be turned over in order to allow both sides to absorb oil.
Absorbent granules should be used in conjunction with the booms for
directing or pool the oil. They are also used to extend and stop breaches
in the boom.
Atmospheric Emissions
Funnel Smoke
The engineer officer on duty is responsible for monitoring the funnel smoke
indicators, adjusting the combustion as required to ensure that the smoke
colour is lighter than shade two on the Ringlemann scale.
GARBAGE
Introduction
It is a requirement under MARPOL 73/78 Annex V to have a Garbage
Management Plan on board the vessel. The plan will outline the procedures
for handling, segregation, storage and subsequent disposal of the vessel’s
generated garbage. Such a plan is to be clearly exhibited in locations used
for the handling of garbage waste, and will also name the person on board
responsible for the management of the plan.
Summary of Regulations
Annex V of Marpol 73/78 deals with the regulations for the prevention
of Pollution by Garbage from Ships and controls the way in which waste
material is treated on board ship. Although it is permissible to discharge a
wide variety of garbage at sea, preference should be given to disposal utilising
shore facilities where available.
Special Areas
These are areas designated under MARPOL 73/78 which have stricter
restrictions for the disposal of wastes and garbage.
Reference should be made to MARPOL 73/78 Annex I, Regulation 10,
however to summarise the special areas are:
• The Mediterranean Sea
• The Baltic Sea
• The Black Sea
• The Red Sea
• The Persian Gulf
• North West European Waters
• The Gulf of Aden
• The Antartic
• The Wider Caribbean Area
Food waste ONLY is permitted to be disposed of inside a special area,
but not less than 12 miles offshore. No other garbage can be disposed of
within a special area.
Deck Operating Manual
Garbage Outside Special Areas
Disposal of plastics, including plastic ropes and garbage bags, are prohibited.
Floating dunnage, lining and packaging are allowed over 25 miles offshore.
Paper, rags, glass, bottles, crockery and other similar materials are allowed
over 12 miles offshore.
All other garbage including paper, rags etc., are allowed over 3 miles offshore.
Food waste can be disposed of in all areas over 12 miles offshore.
Due regard should also be taken of any local authority, coastal, or port
regulations regarding the disposal of waste. To ensure that the annex to Marpol
73/78 is complied with, waste is treated under the following cases:
• Food waste
• Combustible dry waste, plastic and others
• Non combustible dry waste
• Other waste, including oily rags, cans and chemical cans
Garbage Disposal Procedures
Food Waste
Food waste production for approximately 50 people is given as 15 to 25kg per
day or 75 to 125 litres per day without compacting.
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.
Dry Waste
Dry waste production for approximately 50 people is given as approximately
30kg per day or 1,000 to 1,500 litres per day, without compacting.
The volume can be reduced by a factor of 5 by shredding or compacting
the waste.
Dry waste from the accommodation is collected in the waste management
room and compacted.
Dry waste from the engine room is taken directly to the garbage room.

The deck officer of the watch is responsible for informing the engineer Other Waste
officer on duty should excessive smoke emission be observed issuing from
Cans that have contained oils or chemicals must be stored in the garbage
the funnel.
room before discharge ashore.

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 Johannes 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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 Johannes 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 where damage occurred (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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 Part 6: Mooring and Deck Systems

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

6.1.1b Mooring Radio Remote Control Unit

6.1.2a Anchor Housing and Chain Storage

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 Johannes Mærsk Deck Operating Manual
Illustration 6.1.1a Mooring Arrangement

Aft Mooring Deck

Stern Thrust
Emergency Stop

Forward Mooring Deck

Dn

Bow Thrust
Emergency Stop

Down to
Steering Gear
Compartment

Down to
CO2 Room

Dn
Bow Thrust
Emergency Stop

Stern Thrust
Emergency Stop Key

Local Control Stand

Møllerflex 2001 Nylon Ropes

TIMM Signal Safety Polypropylene Ropes

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 Johannes Mærsk Deck Operating Manual
PART 6: MOORING AND DECK SYSTEMS Reduction Gears Adjacent to each clutching lever there is a pushbutton that is used to rotate the
The gear case is of totally enclosed watertight construction containing a drive shaft in order to line up the individual claw clutches. Each subsequent
6.1 MOORING pinion and gear wheel. The reduction gear sits in an oil bath, splash lubricated use of the pushbutton will rotate the drive shaft in the opposite direction.
with a breather valve facilitating pressure equalisation between gearcase and
6.1.1 MOORING ARRANGEMENT atmosphere. Manual Operation of the Drum from the Local Control Stand
Manufacturer: Hatlapa Driving Unit a) Ensure that the power supply is on at the individual cabinets.
Type: E Auto-tension The forward deck units are in the Bosun’s store and the aft
The driving unit consists of a 440V, 3-phase, 60 Hz electric motor. deck units are in the steering gear compartment. The winch and
winch/windlass cabinets have a load (Amps) display.
Mooring Winch Controls
Six auto-tension mooring winches are installed on deck, located as follows: b) Ensure the centrally located EMERGENCY STOP button on
the winch local control stand is released and the auto-tension
The ship is fitted with HBC Radiomatic radio remote control units. The contol
selector switch is in the ‘H’ position.
• One on the forward centre part of the focsle deck incorporating units are worn around the waist by the officer in charge of the mooring party,
three split drums and one warping end. allowing them the freedom to control the deployment of the lines from the
c) Depress the TAKE OVER button on the winch local control
• Two on the focsle deck, one on the port side and one on most advantageous positions. There is a separate control unit for the forward
stand to activate the control column. The READY FOR
the starboard side, each combining one split drum with the and aft mooring decks. Alternatively, the winches can be controlled from their
OPERATION lamp illuminates.
windlass and one warping end. local control stands near to the winch unit itself.

• Two on the poop deck; one port side athwartships, one starboard
side athwartships each incorporate a single split drum with a
single warping end.
• One centrally located winch on the poop deck facing aft
incorporating three split drums together with one warping end.
d) On the winch/windlass unit, ensure that the claw clutch for the
The control unit consists of a variable speed control lever allowing the winch
cable lifter is locked in the OUT position.
to be operated at three speed settings in manual control in either direction,
or two speed settings in auto-tensioning mode. An indication light panel with
e) Synchronise the clutch, turning the motor as necessary with
rope tension meter and changeover switch allows the winch to be used as
the pushbutton adjacent to the individual clutches and engage
a self-tensioning unit.
the same.

Wire Drum Conventional Mooring f) Insert the locking pin into the clutch lever.
Declutchable split drum with band brake: The vessel is fitted with ten moorings, one installed on each drum. Six of
the moorings are 56mm x 220m polypropylene ropes which are installed on g) Release the band brake.
Drive source: Electric the three split drum units forward and aft. The remaining four moorings are
64mm x 220m nylon ropes which are installed on the winch/windlass units h) Pay out or haul in the mooring rope as required with the three
Clutch control: Manual speed control lever.
forward and the two athwartship winch units aft. Additionally, there are 5
Brake control: Manual
sets of nylon ropes in each of the stores baskets in the Bosun’s store and
Winding load: 160kN at first layer steering gear compartment. i) Stop the winch by placing the control lever in the neutral
Winding speed: 7.5/15 metres/minute (vertical) position.
Brake holding load: 480kN At the forward end of each cable lifter one split drum is attached. These
can be deployed in any combination as breast lines or springs, depending j) Engage the drum brake and disengage the clutch lever.
on the berth configuration and are the first lines run ashore from forward.
Warping Drum Forward of the windlass units, and centrally located on the focsle, is a triple k) Stop the winch motor by pressing the EMERGENCY STOP
drum winch unit with three single drums. These moorings can be deployed as button.
Each drum consists of one fixed warping drum keyed on the main shaft, and
of non-whelp construction: headlines or breasts as required.
(Note: It should be noted that the highest speed setting of the winch
Winding load: 160kN on drum On the after end of the vessel there are three winches enabling a combination controller is intended ONLY for pulling up the slack rope of the
of moorings to be deployed as necessary depending on berth configuration. mooring drum.)
Light line speed: 15 metres/minute
The two athwartship winches are used to run the first lines ashore from aft.

A single motor drives the triple drum winches, with the individual drums
clutched in or out as required depending on how the lines are to be deployed.

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 Johannes Mærsk Deck Operating Manual
Illustration 6.1.1b Mooring Radio Remote Control Unit

PORT CENTRE STARBOARD

OUT OUT OUT

IN IN IN

1
TAKE OVER TAKE OVER TAKE OVER

Emergency Stop Button Power Life Indication Light

Power and Control ON / OFF Switch

LY ON DECK
O N G
USE OORIN
STLEM
CA
FORE

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 Johannes Mærsk
Auto-Tension Facility
It is possible to use the mooring winch as a self-tensioning device during
loading and unloading operations;
a) After carrying out the procedures a) to i) as previously
described, select which winches are to be used on the auto-
tension facility. On the triple drum winch units declutch and
lock out any drum that is not required for this duty.
Deck Operating Manual
f) Stop the winch(es) by placing the control lever(s) in the
NEUTRAL position.
g) When the ship is all fast, test the emergency stop button
on the radio control units, then turn off the power control
switch by rotating the power button 90° anti-clockwise into the
horizontal position. For those winches that are not going to be
used on auto-tension, engage the drum brake and disengage
the claw clutch.

b) Set the control switch in the desired slotted notch on the control
panel to the required tension (25%, 50%, 75% or 100% pull).

The AUTO-TENSION OPERATION and READY FOR OPERATION lamps

will be illuminated.

(Note: It is possible at any time to run the winch under manual control by
moving the three speed control levers.)

Operation of the Drum Using the Radio Remote Control Units

Control Button to
a) Collect the HBC Radiomatic radio remote control units from the Rotate Drive Shaft to
SCC and ensure a charged battery is installed. Each radio control Line Up Claw Clutch
unit is specific to either the forward or aft mooring deck but they
are indentical in every other aspect.

b) Carry out the procedures a) to g) as previously described for

local control operation.

c) Check that the receiver remote control cabinets are switched on,
located in the Bosun’s deck store and steering gear compartment
respectively. On the waistband control unit turn the power
control switch key through 90° clockwise. The unit will make
a bleeping sound and the power indication lamp will illuminate
as a flashing green colour. When the battery life is low, the
colour of the flashing light will change to red indicating a
operating period of approximately 10 to 15 minutes.

d) Press the individual TAKE OVER buttons on the radio control

Winch Local Control Stand and Auto Tension Selection Switch
unit. Control is now from the radio control unit.

e) Pay out or haul in the mooring ropes as required with the

three speed step control joysticks (port, centre and starboard).
The levers are spring loaded and fail safe to the neutral
(motor stopped) position when the levers are released. In the
event of a lever not returning to the neutral position, or any
other emergency necessitating the emergency stopping of the
winches, press the red EMERGENCY STOP button on the
radio control unit. All motors operated from that control unit
will be stopped.

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 Johannes Mærsk Deck Operating Manual
6.1.2 ANCHORING ARRANGEMENT Cable Chains Operation
No. of sets: 2
Manufacturer: Hatlapa Lowering the Anchor by the Motor
Dimensions: 330m (12 x 27.5 m), 81mm diameter (each set)
Model: E Windlass
Special quality: Steel grade 3
a) Ensure that the brake of the attached mooring winch drum is
Combined Anchor Windlass/Mooring Winches LRS equipment numeral: U+ secured and the clutch of the same drum is disengaged.

Windlass Reduction Gears b) Ensure power is available for the electric motor for the
windlass. Reset the emergency stop switch then press the
Two declutchable cast steel cable lifters with band brake are fitted. A The gear case is of totally enclosed watertight construction containing a TAKE OVER button, the READY FOR OPERATION lamp
bellmouth with chain stopper is included for each cable lifter. pinion and gear wheel. The reduction gear sits in an oil bath, splash lubricated will illuminate.
with a breather valve facilitating pressure equalisation between gear case
Performance of Cable Lifter and atmosphere. c) Remove the spurling pipe and hawse pipe covers.
Lifting load: 459kN A strain gauge ring is located in the bearing of the gear shaft for measuring d) Engage the clutch of the windlass and insert the locking pin
Lifting speed: 9 metres/minute tension on the unit. Inside the gear case, there is a multiple disc safety clutch into the clutch lever.
Chain diameter: 81mm situated between motor and reduction gear which protects the reduction gear
Brake holding load: 2,170kN from overheating. e) Remove the anchor chain stopper and lashings.

Cable Lifter f) Release the band brake.

Combined Mooring Winch
The cable lifter is of five whelp construction equipped with a manually g) Check over the side to ensure that it is clear of obstructions.
A mooring winch is combined with the anchor windlass and equipped with
operated brake. Situated outboard of each cable lifter is a roller guide and
one split wire drum and one warping end.
anchor cable stopper. The cable stopper is of welded steel construction pivoted h) Lower the anchor to the water, controlling the speed of descent
with a counterweight to aid its positioning, and simply rests against the with the control lever of the windlass motor unit.
Drum direction of force of the anchor acting as a stopper against the anchor itself.
One declutchable split drum with band brake is fitted. i) When the order is given, completely walk out the anchor until
Two stockless anchors of cast steel construction are fitted together with required scope has been laid out, then engage the chain stopper,
Drive source: Electric an anchor chain of 81mm diameter, U3 high strength steel. The chain is apply the brake tightly and de-clutch the drive.
connected to the anchor with a swivel and Kenter joining shackle, a further
Clutch control: Manual
joining shackle is fitted every 27.5 metres (one shackle). The end of each CAUTION
Brake control: Manual anchor cable is secured at the upper part of the chain locker with a release If it is necessary to lower the anchor by controlling the speed of descent
Winding load: 160kN at first layer system which can be operated from outside the locker. with the band brake, then it is possible that the anchoring speed may
Winding speed: 7.5/15 metres/minute become too high, resulting in the anchor running away and the brake
Brake holding load: 480kN Driving Unit lining becoming damaged by heat.
The driving unit consists of a 440 V, 3-phase, 60 Hz electric motor.
j) Stop the windlass motor.
Warping Drum
One fixed warping drum keyed on the main shaft, non-whelp construction Controls
is fitted. The control unit consists of a variable speed control lever allowing the winch
to be operated at three speed settings in either direction. In cable lifting
Winding load: 160kN on drum
operations the third speed step is not available. There is an indication light
Light line speed: 15 metres/minute panel with a % load indication, an auto tension selection switch, emergency
stop and take over button are fitted on the local control panel.
Anchor
(Note: When the anchor clutches are engaged, the automatic self-tensioning
Type: Spek
facility is deactivated and only the first and second speed steps
No. of sets: 2 can be used.)
Weight: 10,500kg

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 Johannes Mærsk Deck Operating Manual
Hauling in the Anchor Illustration 6.1.2a Anchor Housing and Chain Storage
a) Ensure that the brake of the attached mooring winch drum is Chain Stopper
secured and the clutch of the same drum is disengaged.
Chain Lashing

b) Start the motor for the windlass. Cable Lifter

Hawse Pipe
Spurling Pipe
c) Engage the claw clutch of the windlass.

d) Release the chain stopper.

Chain
Locker
e) Release the windlass brake band.

f) Move the control lever in the direction of the UP arrow

Hatch
(HEAVE). (Watertight
Upper Deck

Access from
g) Haul in the anchor, reducing the speed to minimum as the Forward)
anchor reaches the near housed position.
2nd Deck
h) Engage the brake band and chain stopper when the anchor
is fully home.

i) Disengage the claw clutch lever.

j) Stop the electric drive motor. Sump

k) Secure the hawse pipe and spurling pipe covers as required.

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 Johannes Mærsk
6.1.3 ANCHORING, MOORING AND TOWING PROCEDURES
General
When anchoring, mooring or towing, the main priority at all times shall be
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
boats, tugs or any other objects in the vicinity. Remember a safe operation
is an efficient operation.
Safe mooring should also include the use of proper clothing, teamwork,
communications, use of a mooring plan, team selection and briefing prior
to arrival.
All operations should comply with the Code of Safe Working Practices for
Merchant Seamen and the terminal and port requirements.
Anchoring Procedures
Clearing the anchors is the term used for removing the anchor securing
chains.
a) Prior to removing the chains, the windlass should be turned
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
may be removed. However, the cable stopper is to remain in
the lowered position.
b) Before lowering, letting go and heaving-in, always check that
the area below and in the vicinity of the anchor is clear of
small craft, tugs etc.
c) Before letting go, always ‘walk’ (lower in gear) the anchor out
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
over 20m deep, the anchor should be first walked out close to
the sea bed and then let go. This ensures the anchor will not
be damaged after falling a considerable distance onto a hard
sea bed, also the cable will not run out of control and cause
excessive weardown of the brake.
CAUTION
If it is necessary to lower the anchor by controlling the speed of descent
with the band brake, then it is possible that the anchoring speed may
become too high, resulting in the anchor running away and the brake
lining becoming damaged by heat.
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d) When anchoring, it is preferable to have a slight astern
movement over the ground. As a guide, this should not be in
excess of half a knot in water depths up to 20m. Where the
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
paid out under control, usually in sections of one shackle which
is 27.5m (15 fathoms) (emergencies excepted).
e) Ensure that the windlass operator and others in the vicinity,
wear goggles, hard hat, safety shoes and a good pair of
overalls.
f) Ensure adequate communication is established and maintained
between bridge and focsle.
g) Anchors that are housed and not required should be secured
against accidental release.
h) When the vessel has completed anchoring and the brake
applied, ensure that the cable stopper is lowered and correctly
positioned to prevent jumping. Cable stoppers form an integral
part of cable restraint equipment and are designed to take the
anchoring loads.
i) After heaving up the anchor and before entering open seas,
ensure that the anchor is not twisted in the hawse pipe and
that the flukes are gently heaved hard up against the hull.
Cable stoppers must also be in position, together with securing
chains.
j) To prevent flooding of the chain locker at sea, spurling pipes
should be properly covered and chain lashed.
It is obviously good seamanship for all deck officers to become acquainted
with the method used to secure the cables within the lockers, since the need
to slip a cable may be both unexpected and urgent. A prolonged search for
the bitter end release mechanism, only to find it seized, is not in keeping
with good seamanship. Always keep the mechanism lubricated and free of
obstructions.
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Deck Operating Manual
Towing
Towing operations lead to large loads being applied to ropes, fairleads, bitts
and connections. A sudden failure of any part of the towing arrangement
can have serious consequences, which should be considered, and appropriate
safety precautions taken.
Only mooring lines in good condition, specifically allocated to towing, should
be deployed to tugs. These lines, one forward and one aft, should be kept
apart and not used for mooring except in an emergency. The towing lines
and associated equipment must be inspected prior to use. Any line found with
defects, and or excessive wear, must be rejected for use as a towing line.
Particular attention is drawn to the need to ensure that roller fairleads,
bollards etc. are:
• Suitably sited to avoid obstructions
• Effectively secured to the ship’s structure
• Not unacceptably weakened by corrosion or age
• Of suitable design, with a SWL for the intended use
Suitable communications should be established between the bridge and
mooring station prior to the commencement of operations.
Persons involved in towing operations should be briefed in their duties and
the necessary safety precautions.
Care shall be taken to keep clear of rope bights. Similarly, whiplash areas
should be evaluated, with personnel warned of the consequences of parting
lines and associated danger zones.
When letting go of towlines, ensure all personnel are clear of the end eye.
Preferably, the eye should be lowered, under control of a slip line, thus
avoiding danger of injury and line snagging.
The surfaces of fairleads, bollards, bitts and drum ends should be kept clean
and maintained in good condition. Rollers and fairleads should turn freely
and be in a sound condition.
The decks of mooring areas should be treated to ensure anti-slip properties.
This can easily be accomplished by spreading fine salt free sand on top of wet
paint or using dedicated anti-slip paint.
Always ensure there are sufficient personnel available at each mooring station
to accomplish their assigned tasks safely.
6.1 Mooring - Page 7 of 8
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 Johannes Mærsk
Handling Moorings
When handling moorings the following guidelines should be followed.
• DO NOT surge synthetic ropes on drum ends.
• DO NOT stand too close to winch drum or bitts when holding a
line under tension. If the line surges personnel could be drawn
into the drum or bitts. Stand back and hold the line at a point
about one metre away from the drum or bitts.
• DO NOT apply too many turns; generally 4 turns are
sufficient.
• DO NOT bend the rope excessively.
• DO NOT stand in the bight of a rope.
• DO NOT leave loose objects in the line handling area. If a line
breaks it may throw such objects around as it snaps back.
• DO NOT have more people than necessary in the vicinity
of a line.
• DO NOT hold a line in position by standing on it.
• DO NOT lead wires through excessive angles.
• DO NOT use leads out of alignment with the spool or drum
end (warping drum).
• DO NOT leave winches and windlasses running unattended.
• DO NOT attempt to handle a wire or rope on the drum end,
unless a second person is available to assist in removing the
build up of slack.
• DO NOT allow a rope or wire being paid out to run out of
control. Always ensure a line has one turn on the bitts before
being paid out. Wires on dedicated stowage reels (not mooring
winches) must never be paid out directly.
• DO NOT use dangerously worn lines.
• DO take care when letting go lines, as the end of a line can
whiplash and cause injury or snag. To avoid this, it may be
necessary to rig a slip line to assist in controlled slacking.
• DO wear a safety hat.
• DO wear gloves when handling wires.
• DO ensure adequate communications are established before
starting operations.
• DO ensure that only experienced persons are permitted to
operate winches.
• 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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• DO ensure all spool drums are reeved in the correct direction,
so that the load is transferred to the fixed part of the brake
band.
• DO ensure all winch controls are clearly marked.
• DO have an axe and sharp knife always available, and a
flashlight for night operations.
General Mooring Procedure
Mooring to Berth
a) Select and brief the mooring party of the known situation prior
to the pilot boarding.
b) Consult with the pilot for mooring requirements at the berth
and construct the final plan.
c) Brief the officers in charge of the mooring stations regarding
the mooring plan. Ensure they understand all requirements and
that the plan meets with their approval.
d) Prepare mooring stations forward and aft. Lines should be run
to the fairleads in accordance with the plan.
e) Have messengers of natural fibre rope, and heaving lines of
appropriate size, ready in advance.
f) No personnel should attend mooring stations unless they are
wearing safety shoes, a safety helmet, a boiler suit, suitable
gloves and any other items of safety clothing that may be
deemed necessary.
g) Fire wires, fore and aft on the seaward side, must be rigged
according to terminal requirements, or with the eye maintained
one metre above water level at all times, along with 6 full
turns on a pair of bitts.
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Deck Operating Manual
Requirement for Tug Handling
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.
A means for heaving the tug’s line aboard with the ship’s heaving line or
messenger must be provided, i.e. use of suitable fairleads, bollards, etc.. to
lead the heaving line on to the warping head of a mooring winch. The person
operating the winch must have line of sight to the person at the ship’s side
directing the operation.
Environmental Effects On Mooring
The moorings of a ship must resist environmental forces such as:
Wind forces, which vary with the amount of exposed area of the ship and
direction of blow, such as offshore or onshore. Ensure the moorings have
adequate strength and length to meet adverse weather in order to avoid any
condition which may lead to a dangerous occurrence. A weather report from
another ship or port will give a clear picture of the situation.
Current, which can increase or decrease the effect of wind.
Tidal range is the most common cause of line failure whilst moored to a
jetty, sea island or quay.
Surging, caused by interaction with a passing ship, may cause shock loading
on the mooring lines e.g. whilst the vessel is moored in a narrow channel, to
buoys at bow and stern, awaiting transit through canals or berth vacancy. The
vessel should have enough lines to the buoys to resist any possible effect.
In some ports the berth is exposed to the sea, where a high long swell is
present. Doubling up the lines in the same direction as the external force can
reduce the cradle effect on a vessel. The wear and tear of mooring lines can be
reduced by having rollers fairleads and lines lubricated.
Draught changes, in combination with other factors, can use cause excessive
strain on mooring lines and have an adverse effect on loading arms. This
can be avoided by close observation of the tidal condition during loading
and discharging.
6.1 Mooring - Page 8 of 8
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 6.2 Lifting Equipment

6.2.1 Deck Cargo Crane

6.2.2 Provisions Crane

6.2.3 Engine Room Spares Crane

6.2.4 Accommodation and Pilot Ladder

Illustrations

6.2.1a Deck Crane

6.2.1b Deck Crane Spreader

6.2.1c Deck Crane Operator Panel X20

6.2.2a Provisions Crane

6.2.4a Accommodation and Pilot Ladder

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 Johannes Mærsk Deck Operating Manual
Illustration 6.2.1a Deck Crane

5 6 11

3
9 10

12

1 23 22

1. - Pedestal Adapter 13. - Cabin Heater

2. - Roller Slewing Bearing 13 14. - Left Hand Joystick for Jib/Slew Motion
21
3. - Slewing Column 15. - Arm Rest

4. - Air Escape Hood 16. - Water Tank for Windscreen Washer

5. - Hoisting Winch 17. - Entrance Door

14 20
6. - Cable Reel 18. - Driver's Seat

7. - Operator's Cabin 19. - Switch Unit X20

15
8. - Jib Displacement Cylinder 20. - Right Hand Joystick for Hoist Motion

9. - Jib 19 21. - Switch Unit for Spreader Operation

10. - Hook Garage 22. - Foot Rocker Switch Rotator Operation

11. - Winch for Working Cage 23. - Window for Emergency Descent
18
12. - Hook Block
16

17

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 Johannes Mærsk Deck Operating Manual
6.2 LIFTING EQUIPMENT • Upper and lower limit switches for hoisting operations.
Illustration 6.2.1c Deck Crane Operator Panel X20
• Emergency hand pump to rest the load in the event of a total bypass h.g preselection
6.2.1 DECK CARGO CRANE power failure. 0 I 0 I 3-fall 2-fall

Maker: Liebherr • Emergency descent by use of a rescue device. 6

to
Type: CBW 58 hook parkpos. hook parking

No. of sets: 1 Operation

SWL: 49 tonnes at 30.2m 0 I
a) Switch on the main breaker at the door of the switch cabinet
58 tonnes at 27.2m X1. 3 7 4 8

The pilot light CRANE ON illuminates (item 1). Slewing Interlock

Description
Attention I operate only
The deck crane consists of a base column, slewing ring, column and gear, jib b) Ensure that the hand valve (below the hydraulic tank) for the with boom in horizontal
0 I
and hoisting gear facilitating 360° movement and over 30 metre reach. All pump supply is in the OPEN position.
electrical, hydraulic and mechanical units required for the operation of the
crane are housed inside the slewing column. c) Press the MOTOR ON button (item 2) at the switch panel
unit X20. Winch for working cage

Driving Units d) Turn the key switch PRESELECTION SLEWING INTERLOCK 0 0 I

The crane is electro-hydraulically operated with hoisting, slewing and jib clockwise (item 3) when the pilot light ‘Motor On’ illuminates.
movement driven by hydraulic operation.
e) Press the green pushbutton PARK POSITION UNLOCKED
The hoisting gear consists of one axial piston pump with variable delivery, one until the pilot light illuminates (item 5). M !

variable hydraulic motor together with the necessary controls.

f) Turn back the key switch PRESELECTION SLEWING 5
The luffing system consists of an axial pump, two luffing cylinders and INTERLOCK (item 3) to the normal ‘0’ position.
control units. The jib is guided by the hydraulic cylinders which operate in
both directions under constant control. g) Hoist the jib to the minimum outreach using the joystick M M
controller.
Slewing gear consists of an axial piston pump with four hydraulic motors and 2 1
four multi disc brakes with the necessary control units. h) Turn key switch HOOK PARKING (item 6) to position ‘I’.

i) Hoist the jib to the lower block park position (approximately 3m) M M M M
Crane Controls
until the pilot light PARK POSITION illuminates (item 5).
The hoisting, luffing and slewing movements of the crane are steplessly
controlled by a hydraulic joystick and carried out simultaneously from the j) Lower the hook block from its garage storage position.
control stand position in the operator’s cabin.
k) Lower the jib to the maximum outreach and lower the hook.
M
Safety Features M
l) Turn the key switch HOOK PARKING to the normal ‘0’
The crane is provided with the following safety features: position (item 6).
• Spring loaded multiple disc brakes automatically activated
when the crane control lever is returned to neutral, or in the m) Operate the crane as required. emergency stop
event of power failure.
• Hydraulic overpressurisation protection by means of pressure
limiting valves.
• Emergency stop buttons located at the control box, switch
cabinet and at the base of the crane ascent ladder.

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 Johannes Mærsk Deck Operating Manual
Crane Shutdown (For Interlocking Position) Illustration 6.2.1c Deck Crane Operator Panel X20 Cable Reel/Rotator/Spreader
bypass h.g preselection

a) Hoist the jib to the minimum outreach. 0 I 0 I 3-fall 2-fall The crane is equipped with a control system for the operation of an automatic
container spreader and rotator. The system is controlled from the driver’s
6
b) Turn the key switch to PARKING (item 6). to
cabin alongside the controls for the crane jib.
hook parkpos. hook parking

c) Hoist the jib to the lower block park position (approximately 3m) The rotator/spreader system enables the crane to be operated with an electro-
until the pilot light PARK POSITION illuminates (item 5). 0 I hydraulic remote controlled spreader complete with integral rotator for quick,
safe and easy positioning of the cargo.
d) Hoist the lower hook block into the garage storage position. 3 7 4 8
The spreader is connected via the electric power cable reel to the electric
e) Lower the jib to the rest position by turning the key switch
Slewing Interlock control system of the crane. By use of the rotator/spreader controls the
PARKING to the ‘I’ position (item 6) and depressing the Attention I operate only
with boom in horizontal
operator can rotate the cargo to the left or right hand side for easy and
pushbutton PARK POSITION (item 5) until the jib down 0 I quick positioning.
movement stops.
The cable reel selected via key switch Operation Mode of Cable Drum to
f) Slew the crane until the pilot light SLEWING INTERLOCK Winch for working cage position I ensures that the electric connections between the crane and the
POSITION illuminates (item 7). spreader/rotator are maintained under constant tension.
0 0 I
g) Operate the key switch PRESELECTION SLEWING INTERLOCK Operation of the Rotator
(item 3).
a) Start up the crane as described for the operation of the crane
h) Press the blue pushbutton PARK POSITION LOCKED (item 8) M !
unit above.
until the inserted pilot light illuminates.
5 b) Attach the cargo rotator.
i) Press the MOTOR OFF button.
The cargo rotator can be controlled by the foot rocker switch
j) Press the pushbutton CRANE OFF to isolate the main breaker. M M (toggle switch) to the left or right.

k) Close all doors and openings on completion. c) Press the pushbutton at the right hand side of the joystick to
2 1
operate the rotator/spreader.

M M M M

M
M

emergency stop

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 Johannes Mærsk Deck Operating Manual
Illustration 6.2.2a Provisions Crane

Winch Motor Travelling Motor

Locking Pin

Locking
Pin Location
Hole

DREGGEN
Year 2000 L486 Max
Ton CE 10 SWL.

500mm

Outreach Over Ship's Side: 4000mm 10210mm

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 Johannes Mærsk Deck Operating Manual
6.2.2 PROVISIONS CRANE Operation
Maker: Dreggen Crane AS a) Release the parking bolt from the hoisting beam.
Type: 10 tonne monorail trolley
No. of sets: 1 b) Connect the flexible portable crane control cable into the socket
located starboard side on upper deck level inboard of the
SWL: 10 tonnes
stairway door into the accommodation.
Maximum outreach: 4 metres
Maximum lift: 30 metres c) Disengage the STOP/RESET pushbutton by turning the button
Hoisting speed: 16 m/min clockwise until the switch clicks out.
Travelling speed: 10 m/min
d) Select the required hoist motor, P for port and S for starboard.
Lower each hoist by depressing the arrow down pushbutton to
Description disengage the holding down strops. Return the non working
One electrically driven monorail crane hoist of SWL 10 tonnes is installed on hoist to its housed position.
C deck level aft of the accommodation block for the handling of provisions
and stores. e) Activate the travelling motor by depressing the PORT or
ST.BRD. buttons as required.
The hoist consists of a fixed rail suspension type unit, travelling rail with
pulley blocks located at each extremity facilitating overside reach, rail support f) When at the required travelling point, activate the hoisting
structure, feeding units and control equipment. motor by depressing the arrow DOWN pushbutton on the
controller.
Driving Units g) When required, hoist the load by depressing the arrow UP
The hoisting device consists of two independent electric hoists each having pushbutton.
an integral 32kW motor with brake.
h) Move the load along the monorail as required with the PORT
The travelling device is composed of a single 4.6kW direct drive motor. or ST.BRD pushbuttons.
Travelling movement is performed by driving the pinion on the rack mounted
on the travel rail. i) On completion of operations, stow the hoist amidships and
resecure the parking bolt to prevent movement. Lower each
Safety Features hoist and reconnect the securing strops. Raise each hoist until
there is a slight tension on the strops.
The crane is provided with the following safety features:
j) Press the STOP/RESET pushbutton to stop the motors.
• Upper and lower limit switches for hoisting operations. Disconnect the control unit and stow it in its normal location.
• Limit switches at both ends of the travelling passage for
automatic stopping.
• Locking device preventing damage or movement of the crane
due to ship motion when the crane is not in operation.
• Overcurrent relay for overload protection.

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 Johannes Mærsk Deck Operating Manual
6.2.3 ENGINE ROOM SPARES CRANE Driving Unit
The hoisting device consists of an electric hoist having an integral motor
Maker: Fuchs Fordertechnik AG
with brake.
Type: 10 tonne monorail trolley
No. of sets: 1 The travelling device is composed of single flanged wheels, gearbox and
SWL: 10 tonnes motor with brake. Travelling movement is performed by driving the pinion on
Maximum lift: 4 metres the rack mounted on the travel rail.
Hoisting speed: 3.3m/min
Cable Supports
Travelling speed: 5m/min
To facilitate the hoist’s movement along the monorail track, the control
cable is hung from an expanding towing trolley in 2 metre drops which
Description automatically pays out or folds in as the hoist moves along the rail.
One electrically driven monorail crane hoist of SWL 10 tonnes is installed
within the upper engine room for the handling of engine parts and to facilitate Brake Unit
maintenance work within the engine room.
The brake consists of a steel plate spring loaded, which requires power to
The hoist consists of a rail suspension type unit, travelling rail, rail support create a magnetic field and release the unit so that when there is a power
structure, feeding units and control equipment. failure the system will automatically engage the brake and prevent the load
running away. A manual hand release can be engaged to permit overriding
of the system.
Crane Control
Hoisting, lowering and travelling of the hoist are driven electrically. Each
operation is conducted with the applicable pushbutton switch located on
Basic Operation
the control box.
a) Release the lashing of the hoist.
The control box consists of a waterproof outer casing housing the pushbutton
b) Engage the travelling motor by pressing the PORT or STB’D
controls connected to the switch box via a 10 metre flexible cable. This allows
pushbutton on the control box.
the operator the flexibility to move with the equipment and thus remain in the
most advantageous position at all times during the operation.
c) When at the required travelling point, activate the hoisting
motor by depressing the LOWERING pushbutton on the
Safety Features controller.
The crane is provided with the following safety features:
d) When required, hoist the load by depressing the HOISTING
pushbutton.
• Upper and lower limit switches for hoisting operations.
• Limit switches at both ends of the travelling passage for e) Move the load along the monorail as required with the PORT
automatic stopping. or STBD pushbuttons.
• Locking device preventing damage or movement of the crane
due to ship motion when the crane is not in operation. f) On completion of operations, stow the hoist and resecure to
prevent movement.
• Overcurrent relay for overload protection.

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 Johannes Mærsk Deck Operating Manual
Illustration 6.2.4a Accommodation and Pilot Ladder
Accommodation Ladder
Electric Motor Stanchion Stand
Electric Winch Motor
Lashing Hook Bolt Upper Platform

Stowing Davit Spindle Pipe Upper Platform

Skid Plate Turntable

Winch
Stowing Davit
Post For Davit Spindle Pipe
Pilot Ladder

Spindle Rest Rest Bolster For Davit Spindle Rest

Shaft Holder Shaft Holder

Bolster For Davit

Ladder Fall Wire

Wire Hanger

Accommodation Ladder Pilot Ladder

20° to 50° Maximum
55° Maximum

Aft

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 Johannes Mærsk Deck Operating Manual
6.2.4 ACCOMMODATION AND PILOT LADDER e) Fit the upper platform stanchions and lash correctly. Fit the Pilot Ladders
safety net before allowing the ladder to be used.
The vessel is equipped with two accommodation ladders, additionally there Maker: Bemeg Industrielanung GmbH
are two auxiliary ladders which are used for pilot duties. The accommodation f) To raise the ladder, press the UP arrow button on the control Motor: Electric, 1.3 kW
ladders are located at each side of No.10 hatch at the upper deck level panel; the limit switch will cut out the motor when the ladder
Winch type: DM-RMI 700H
and the pilot ladders are located at each side of No.9 hold, also at the is fully housed. Before stowing the ladder remove the upper
upper deck level. platform stanchions and lashings. Gear box: RMI85S
Speed: Approximately 5.8m/min
Sufficient grease nipples are provided to ensure that with regular maintenance Length: 6m
Accommodation Ladders and greasing operation of the ladders should be trouble free. Number of steps: 24
Maker: Bemeg Industrielanung GmbH
Manual operation is possible in the event of power failure.
Motor: Electric, 1.8kW Description
Winch type: DM-RMI 850H a) Disconnect the power supply from the motor.
Two identical pilot ladders are fitted, on each on the port and starboard
Speed: Approximately 5.7m/min sides of the upper deck facing aft at No.9 hatch. The ladders in the inboard
b) Rotate the hand wheel attached to the end of the gearbox motor
Length: 12m position are secured by three metal dogs and clamps and designed to extend
in the required direction to raise or lower the ladder.
Number of steps: 37 to a maximum angle of 55°. There is a pilot rope ladder associated with
each pilot ladder.

Description Once the securing dogs and clamps are removed, the operation of swinging
Accommodation Ladder out and lowering/hoisting is all done from a local control switch.
Two identical accommodation ladders are fitted, one each on the port and Control Pushbuttons
starboard sides of the upper deck adjacent to hatch No.10 facing aft. The
ladders in the inboard position are secured by metal dogs and clamps and are Operation
designed to reach the ballast waterline at a maximum angle of 50°.
a) Check that the emergency stop pushbutton is in the OUT
position.
Once the four securing dogs and clamps are removed, the operation of
swinging out and lowering/hoisting is all done from a control stand at
b) Ensure the area below the ladder is clear. Swing out the ladder
a position aft of the ladder. The winch motors are elecric drive. Each
and upper platform into an outboard position ready for lowering
bridge wing also has a control stand for the operation of their respective
by pressing the DOWN arrow button on the control panel.
accommodation ladder. The starter isolating panels for the accommodation
ladders are in the respective engineer’s alleyway between watertight doors
c) Lower the ladder down to a maximum of 55°.
1008/6 and 1009/7.
d) Fit the upper platform stanchions and lash correctly.
Operation
e) Secure the pilot ladder to the ship’s side at the three securing
a) Check that the emergency stop pushbutton is in the OUT points.
position. Check that the power supply is ON at the isolation
control box(s) in the engineer’s alleyway. f) Rig out the pilot rope ladder and secure.

b) Release the four securing dogs. g) To raise the pilot ladder press and hold in the UP arrow
pushbutton on the control switch box;S the limit switch will cut
c) Ensure the area below the ladder is clear. Swing out the ladder out the motor when the ladder is fully housed. Before stowing
and upper platform into an outboard position ready for lowering the ladder remove the stanchions and lashings.
by pressing the down arrow button on the control panel. Accommodation Ladder Control from
the Bridge Wings (Note: The support wheels on the starboard side pilot ladder do not rest
d) Lower the ladder to the required height. The working angle firmly against the ship’s side when lowered into position, which
is between 20° to 50°. proves difficult in secureing the ladder firmly to the three securing
points.)

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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

6.3.6 Lifesaving Equipment - Safety Plan

Illustrations

6.3.1a Lifeboat and Davits

6.3.2a Rescue Boat

6.3.3a Liferaft Release

6.3.6a Lifesaving Equipment, Outer Decks

6.3.6b Lifesaving Equipment, A and B Decks

6.3.6c Lifesaving Equipment, C and D Decks

6.3.6d Lifesaving Equipment, E and F Decks

6.3.6e Lifesaving Equipment, G and Bridge Decks

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 Johannes Mærsk Deck Operating Manual
Illustration 6.3.1a Lifeboat and Davits

4
12
1
3

5
5

11 11

10

Key

1. Cradle 7. Pivot Pin Assembly

2. Falls Block Assembly 8. Wire Rope For Hoisting
3. Suspension Chain 1 9. Lashing Gear Release O

4. Suspension Chain 2 10. Winch

20
5. Davit Arm Cradle Stopper 11. Cradle Stopper Slip Hook
6. Boat Rest Assembly 12. Brake Release Line (In Boat)

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 Johannes Mærsk Deck Operating Manual
6.3 LIFESAVING EQUIPMENT The centre section of the boat contains the water tank, fuel tank and equipment d) Press the START button, the engine will now start. Ease back
tanks, with access available to the drain plug. A manual bilge pump is the speed control lever to a steady idle. When the speed lever
6.3.1 LIFEBOATS AND DAVITS provided. is brought back to the neutral position the grey button will pop
out allowing the drive to be engaged.
Lifeboats General Lifeboat Lowering Procedure
Procedure for Releasing the Falls
Maker: Ernst Hatecke GmbH a) Release the davit arm cradle stopper slip hooks, one each end
No. of sets: 2 of the davit support columns. Releaseing the lifeboat from the davit falls is done from inside the lifeboat
Model: GSL 6.6M when the craft is waterborne.
b) The lifeboat lashings are automatically released as the falls
Dimensions (LxBxH): 6.6m x 2.66m x 1.07m are rigged out. a) At the release mechanism, remove the safety pin and pull the
Number of persons: 35 maximum control lever fully aft.
Weight: Light load (including loose equipment) 2,470kg c) Open the entrance door at the rear of the boat. The helmsman
Total davit load for lowering 5,095kg should enter first checking that the drain plug is fitted, rig the b) When the fall blocks are clear, return the control lever to its
painter and prepare to start the engine. normal position and refit the safety pin.
Total davit load for hoisting 2,695kg
d) Embark all personnel, ensure they are strapped in, then start WARNING
Engine maker: BUKH the engine. It is possible to release the hooks when the boat is out of the water,
Model: DV29 RME but this procedure is EXTREMELY DANGEROUS and must only be
Engine type: Diesel, water cooled with header tank and external e) Pull continuously on the brake remote control wire until the considered in very special circumstances.
keel cooler boat reaches the water, or lift the brake lever manually on
the boat deck. In this event:
Starting system: Electric motor
Rating: 21.3kW f) When the lifeboat reaches the waterline, release the brake a) Break the glass on the hydrostatic safety locking device and
Speed: 6.2 knots remote control wire and operate the falls hook quick release disengage the lever arm.
Fuel tank capacity: 24 hours duration at 6 knots lever.
b) Remove the safety pin from the control lever and pull fully aft,
The lifeboat is moulded from fire retardant polyester resins and fibreglass, g) Check that the falls have released from the hooks and are clear. the fall blocks will now disengage.
with the space between the seat, hull, canopy and canopy liner filled with
polyurethane buoyancy foam, which provides the craft with enough buoyancy h) When ready, release the toggle painter, move ahead on the
to remain afloat and upright, even if holed below the waterline. The lifeboat engine and steer away from the vessel.
is totally self-righting when fully loaded and flooded.
CAUTION
The craft is fitted with two lifting hooks, which are designed to be released The lifeboat engine may be run for a maximum of five minutes whilst not
simultaneously from inside the craft when the hydrostatic release unit has waterborne. During this period the propeller clutch must not be engaged,
operated as the lifeboat becomes fully waterborne. otherwise the propeller gland seal will be damaged.

WARNING Procedure for Starting the Engine

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 a) The battery selection switch should be in either position 1 or
considered in very special circumstances. 2. The batteries are charged from a solar panel fitted to the
canopy of the lifeboat.
The steering position is arranged so that there is an adequate view forward, aft
and both sides for safe launching and manoeuvring.
b) Engage NEUTRAL on the drive control lever, push in the grey
button and move the control lever forward.
The main engine starting battery and the emergency starting battery are
contained in watertight boxes, recessed into the inner liner aft of the engine
c) Press down the POWER switch on the control console.
compartment. A fuel shut off valve is situated on top of the fuel tank.

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 Johannes Mærsk Deck Operating Manual
Illustration 6.3.1a Lifeboat and Davits

12

Lifeboat Remote
Release Wire Pull

Lashing Gear Release

Lifeboat Manual
Winching In Point

11

10

Lifeboat Winch Unit

Key

9. Lashing Gear Release

10. Winch
11. Cradle Stopper Slip Hook Cradle Stopper Release
12. Brake Release Line (In Boat) Slip Hook

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 Johannes Mærsk Deck Operating Manual
Lifeboat Recovery Procedure Davits
a) Switch ON the power switch in the starter for the winch motor. Maker: Ernst Hatecke GmbH
Model: GSP. FP.75 hinged gravity type
b) Ensure the lifeboat lifting hook quick release mechanism is
Lowering speed: 5 metres per minute
reset.
Davit hoisting load: 2,695kg
c) Hook on the fall suspension chains to the forward and aft hooks Requirements
on the lifeboat. Ensure that the hook release pins are in the
correct position i.e., the alignment marks are within ± 5° of
each other. 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
d) Push the HOIST button for the winch motor control to start lowering is a continuous movement. The winch brake release lever is released
hoisting the lifeboat. For the starboard lifeboat the hoisting remotely from inside the lifeboat, or alternatively manually from the deck.
button is directly below the overside light switch just forward Davits are capable of swinging out the lifeboats against a list of 20°; skates
of the liferafts, for the port lifeboat it is adjacent to the overside are fitted to each boat to facilitate this.
light switch.
Winch
(Note: The winch motor will lift the lifeboat with a maximum of four An electric motor mounted on the winch is used to hoist the lifeboats. Safety
persons on board.) devices automatically cut off power before the davit arms reach the stops.
The winch is equipped with a centrifugal brake, manual lowering brake,
When recovering the lifeboat, ensure that the brake release lever is lowered. non-return clutch and manual hoisting handle. The falls can be manually
wound out.
e) Check that the limit switch operates and stops the motor just
short of the fully raised position.
Limit Switch Device
f) Engage the winch handle and manually wind in the lifeboat A limit switch is installed to cut out the winch motor before the boat and davit
the remainder of the way. arm comes to rest on the frame. This prevents the boat falls continuing to be
wound by the motor and causing a potential overload situation developing.
g) Engage the davit arm cradle stoppers and refit the slip hooks.

h) Reconnect the lashing and secure with the rachet levers. Cradle Stopper
The davit arm cradle stopper is used to secure the boat in the fully housed
i) Turn the starter main switch OFF. position and consists of a locking lever device, which engages into the top
of the davit arm, locking it to the frame, there is one fitted at each end of
j) Slack off the brake until the boat is lowered onto the suspension the davit assemble. Each cradle stopper arm is secured in position with a
hooks at the davit head. strop and slip hook.

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Illustration 6.3.2a Rescue Boat

Rescue Boat and Davit Rescue Boat Top View

4600

Fuel Tank
Bilge Well Hatch

1860

Batteries

Radar Reflector

Rescue Boat and Davit Elevation Rescue Boat Elevation

Release Pull Release Pull 1950 2650

for Rigging Out Davit for Lowering

Rigging Out
Cylinder

Radar
Reflector

1530

Cradle Release
Pins

Base Line
400

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 Johannes Mærsk Deck Operating Manual
6.3.2 RESCUE BOAT AND DAVIT j) When the rescue boat is near water level start the engine. Rescue Boat Recovery Procedure
The vessel is fitted with one rescue boat located on the port side of the k) Release the boat safety hook when waterborne. Recovery should be conducted with a maximum of 6 persons in the boat.
boat deck.
l) Release the rescue boat painter. a) Manoeuvre the boat below the falls.
Maker: Esvagt
Model: Esvagt MOB ALU 460 In the event that there is no electrical supply to the hydraulic pump, then it b) Secure the rescue boat to the painter line.
Dimensions (LxB): 4.60m x 1.88m is still possible to raise the pressure using the emergency hand pump fitted to
the side of the hydraulic oil storage tank. c) Ensure that sufficient slack falls wire remains on the hook.
Number of persons: 6
Weight: Light load (including loose equipment) 558/580kg CAUTION d) Reconnect the release hook to the boat.
Davit SWL: 1,100kg Do not run the engine for more than one minute when out of the water.
e) Commence heaving on the falls wire from the control stand at
the ship’s side just forward of the davit. The supply is fed from
Engine maker: Yanmar Rescue Boat Equipment List
the emergency switchboard
Model: D27AX
• 2 buoyant oars
Engine type: 4-cycle, water cooled, vertical crankshaft diesel f) When the boat is clear of the water, stop heaving and double
engine • 1 boathook check that the hook mechanism is correctly secured.
Horsepower: 27 hp at 4,500 rev/min • 1 buoyant bailer with lanyard
Speed: 6 knots g) Resume heaving, returning the boat back to embarkation level,
• 2 sponges
and ensure that the remote control wire is properly spooled
• 1 compass at the same time.
Rescue Boat Launching Procedure • 1 sea anchor with hawser and tripping line
h) When the boat reaches the embarkation position, stop heaving
a) Remove the protection covers and lashings from the boat. • 1 x 15m painter (if the boat has not already reached the limit switch level) and
• 1 knife disembark the personnel. Rig the boat back inboard by pulling
b) Remove the two locking pins from the cradle support. back on the 4/3 control direction lever.
• 1 signal lamp with 1 spare set battery and 1 spare bulb
c) Ensure that the turning out area is clear of obstructions. • 1 first aid outfit in waterproof case i) Stow the boat in the chocks, refit the cradle locking pins and
secure as required and return the stored power lever to the
d) Check the boat drain plugs are secured. • 2 buoyant rescue quoit attached to 30m of buoyant line closed position.
• 1 radar reflector
e) Rig and secure the rescue boat painter to the ship’s side.
• 2 thermal protective aids
f) Embark all rescue boat personnel wearing survival suits and self- • 1 x 50m towline
inflating lifejackets. Ensure the safety release hook is secure. • 1 fire extinguisher: 2kg
g) Move to the hydraulic stored power davit rigging out system • 2 boarding ladders
levers valve to the OPEN position, the pressure indication on • 1 searchlight
the gauge should be between 270 and 300 bar.
• 1 repair kit
h) Press the davit rigging out control lever 4/3 hand operated • 1 whistle
control valve in the outboard direction. This can be done either
from within the rescue boat by pulling on the shorter aft most
remote control wire pull.

i) When the boat is fully rigged out and clear of the ship’s side,
lift the brake lever of the winch and lower the boat. This can
also be done either from within the boat by pulling on the
longer, forward control wire pull, or from the winch itself.

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 Johannes Mærsk Deck Operating Manual

Illustration 6.3.2a Rescue Boat

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Rescue Boat Davit
Maker: Global Davit GmbH
Type: Rhp. 11/2.0 rescue boat handling system
S.W.L: 1,100kg

The Rhp. 11/2.0 davit system is designed for launching a rescue boat including
the full complement of persons from the embarkation position to the water
level. The rescue boat is rigged from the embarkation position to the lowering
position by means of hydraulic stored power. The lowering procedure is
gravity operated. Both rigging out and lowering can be conducted from inside
the boat or at the davit winch position.

Rigging Out
Rigging out of the davit is performed by means of a hydraulic cylinder,
situated on the davit arm.
Cradle
The hydraulic control system consists of three main components; Release Pin

1) Hydraulic Power Unit/Control Unit

Mounted inside the hydraulic storage tank. The unit which sits
inside of the hydraulic storage tank incorporates an electrical
motor directly driving the hydraulic power unit pump via a
flexible coupling.

2) Accumulator/Pressure Control Switch

Mounted on the side of the hydraulic storage tank. The
accumulator directly drives the hydraulic cylinder when the
master control valve is moved to the open position and the 4/3
hand operated directional control valve is operated. Pressure
in the accumulator is controlled by the pressure control switch
and visualised by the built on manometer. The pressure control Brake Release Rescue Boat Davit Arm and Brake Unit
switch starts and stops the electric motor as required to maintain Lever
the required pressure setting, 270 to 300 bar.

3) Hydraulic Cylinder
Mounted on the davit arm, the hydraulic cylinder is the actuator
of the stored power rigging out mechanism.

Recovery of the craft is controlled from the control box situated at the ship’s
side just forward of the MOB craft. By pushing the hoisting button, the boat
can be lifted to the embarkation positon. For reasons of safety, the design
of the button is such that an immediate braking power is available as soon
as the button is released.

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 Johannes Mærsk Deck Operating Manual
Illustration 6.3.3a Liferaft Release

Liferaft Release

Liferaft Retaining Straps

Slip Hook

Thanner Hydrostatic
Release Unit

Stainless Steel Weak Link

Liferaft
Painter

Starboard Liferaft Assembly

Cradle

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 Johannes Mærsk
6.3.3 LIFERAFTS
Liferafts
Maker: DSB
Type: LR97 (L)
No. of sets 2 x 20 persons (A deck)
2 x 15 persons (A deck)
2 x 6 persons (Focsle deck area)
Hydrostatic Units
Maker: Thanner and Co. A/G
Type: DK2004
General
There are two liferafts each with a capacity of 20 persons and two 15 capacity
liferafts stowed on A deck just aft of the lifeboats, and one liferaft for six
persons stowed on the port and starboard side of the focsle deck. All the
liferafts are 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 by bellows. The rafts are provided with boarding ladders, inside
and outside gripping lines, capsize stabilisers and a salt water activated
battery for both internal and external lighting. Accessories supplied are a
rescue line with rubber quoit, repair outfit, hand bellows, floating knife,
operational instructions, sea anchor (drogue) and an emergency pack to
SOLAS standards.
Each liferaft is fitted with a waterproof identification tube, which contains the
ships identification name and reference numbers.
Release of Rafts
Thanner Hydrostatic Release Units (HRU) are fitted to each liferaft, (apart
from the liferafts on the focsle deck) which will activate when submerged to
a depth of 1.5 to 4 metres, releasing the rafts to float towards the surface.
After activation of the HRU the raft will still be secured to the vessel by a
weak wire line. However, after inflation of the raft, sufficient drag is applied
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. The upper liferaft on
the starboard side sits in a craddle much must be tipped outboard in order
to release the liferaft overboard.
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Operation
After boarding the raft, the painter must be cut with the knife provided; it
is advisable to cut the painter as close to the ship as is safe and practical 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.
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
to carry. When clear of the danger zone stream the sea anchor or drogue.
The sea anchor stabilises the raft and helps to minimise drift. Inflate the
canopy 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 are placed in the raft floor and inner canopy. The bellows are located
in a bag at the entrance.
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
empty raft should capsize the following procedure should be adopted:
a) The side of the raft, where the carbon dioxide cylinder is
attached, lies deepest in the water. The place is marked ‘right
here’. Stand with both feet on the cylinder, hold onto the
righting strap (placed across the bottom of the raft), manoeuvre
the raft so that the opposite side is facing into the wind, throw
the body backwards while holding onto the righting strap and
keep the feet on the cylinder.
b) When the wind is very strong, the lifeline can be tied around
the waist to prevent the raft being blown away.
c) A non-swimmer should keep hold of the righting strap and
allow the raft to fall back on him, the rubber raft will not injure
Forward Liferaft Assembly with No HRU
him. He can then work his way back to the rafts entrance under
water, holding onto the strap of the lifeline.
d) If automatic inflation does not work, swim up to the container,
tear off the black rubber bands between the brass rings on the
two nylon bands, and release the raft by pulling the release wire
or use the bellows placed inside the raft. The yellow valves for
inflation by means of the bellows are inside the raft.
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 Johannes 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 • Assess the need to stay close to the position of the sinking or Indications of the proximity of land are changes in the wind direction around
proceed 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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 Johannes Mærsk
In a lifeboat there should be 3 litres of water and 10,000kJ of food for each
person that the boat is certified to carry. It should be noted that the emergency
rations consist mainly of carbohydrates, some fat and minimal protein. These
rations do not require the consumption of water or body fluid for them to be
digested, which is of great importance.
Food and water should be issued in such a way that all can see that it is
fair. Everyone will become thirsty and as time passes, human nature will
make the ration distribution a very difficult and harrowing experience and
also the highlight of the day.
If a desalination plant is available this should be put into operation immediately
and its output used in preference to the internal water.
Passing the Time
The leader has to face and resolve the following problems:
Maintain morale. This is best approached by giving duties to each person
which are meaningful and ensuring that they are carried out.
Duties such as lookout, helmsman and baler should be rotated at intervals of
not more than one hour, as this will prevent boredom and lack of vigilance
from setting in.
Continually show confidence that rescue will take place. Do not allow
individuals to lapse into melancholy. Try to make everyone think of factors
other than the situation that they are in by introducing games of various forms.
If a portable radio is available tune it in and listen to the various programmes.
Playing card games is useful, as considerable concentration is required.
Maintaining the Health of all On Board, both Mental and
Physical
Routines can be counter-productive and where possible restrict movement to
a minimum as all movement consumes body fluid. Body fluid is probably the
most significant single factor to controlling whether or not you survive.
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
in a survival craft. During this period all persons should be encouraged to
urinate, as this will assist in reducing urinary retention problems later.
Do not consume food high in protein as this causes defecating which in turn
causes body fluids to be used which will be irreplaceable. If possible keep a
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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Towards the evening try to hang out any damp clothing and make sure it is dry
for the evening chill in the tropics. This avoids the loss of body fluid as body
heat dries the clothing and reduces the internal body temperature.
As thirst grows the temptation increases to drink sea water. This must be
prevented as ultimately death will certainly ensue.
All parts of the body should be shaded from the sun and the elements. This
will reduce the loss of body fluid and/or the risk of sunburn or frostbite.
If the water ration is at least one litre per person daily then fishing can be a
worthwhile exercise. Remember that fish are high in protein which brings its
own problems as previously mentioned.
The blood of sea birds is quite nutritious. To catch these, try putting some of
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.
Do not encourage swimming as a form of exercise as this will use up energy
and put the individuals at risk from sharks.
Injuries, Ailments and Treatment
Injuries
A first aid kit is supplied with every lifeboat and a leaflet describing simple
first aid is enclosed with each kit.
Frostbite
This usually occurs in extremities i.e. fingers, toes, ears. Wear protective
clothing if possible. Reduce lookout periods in very cold weather, watch each
other’s conditions. Wriggle nose and cheeks and exercise hands and feet to
keep circulation going.
Do not massage affected area once signs of frostbite have appeared. Warm the
area by holding a hand against it.
Urine Retention
This can be dangerous, so overcome ‘mental blockage’ early before urine
production is reduced by rationing. Ensure that everyone urinates within the
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
in a survival craft, urine will appear dark and smoky. This is normal and
no action is necessary.
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Deck Operating Manual
Sunburn
Avoid excessive exposure to the sun by keeping under cover. Keep head,
neck and other exposed areas covered. A very gradually acquired suntan
may be beneficial.
Salt Water Boils
These are due to the skin becoming sodden with sea water. Do not squeeze or
prick boils. Keep them clean and cover with a dry dressing. Keep the area as
dry as possible to avoid chafing.
Dry Mouth and Cracked Lips
Swill water around the mouth prior to swallowing. Suck a button. Smear lips
with cream or soft petroleum jelly.
Swollen Legs
This is common and due to long periods spent in a sitting position. It will
subside without treatment after rescue.
Hypothermia
There is a risk of hypothermia in water below about 25°C. Extra clothing will
delay the onset of hypothermia even if immersed, and of course will provide
extra warmth for the survivor in the lifeboat even if immersion takes place.
Totally enclosed or partially enclosed lifeboats provide far better protection
from the elements than the older open type, but extra clothing is still essential
for warmth in nearly all climates. If a survivor has been immersed in water
and has hypothermia, strip off wet outer clothing and replace with any
available dry garments. Warm the patient with extra layers of clothing and use
lifejackets as extra insulation. Use a thermal protective aid (plastic survival
bag) if available.
6.3 Lifesaving Equipment - Page 14 of 19
 Johannes 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 • Assess the need to stay close to the position of the sinking or Indications of the proximity of land are changes in the wind direction around
proceed 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.

Issue: 1 6.3 Lifesaving Equipment - Page 13 of 19

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 Johannes Mærsk
In a lifeboat there should be 3 litres of water and 10,000kJ of food for each
person that the boat is certified to carry. It should be noted that the emergency
rations consist mainly of carbohydrates, some fat and minimal protein. These
rations do not require the consumption of water or body fluid for them to be
digested, which is of great importance.
Food and water should be issued in such a way that all can see that it is
fair. Everyone will become thirsty and as time passes, human nature will
make the ration distribution a very difficult and harrowing experience and
also the highlight of the day.
If a desalination plant is available this should be put into operation immediately
and its output used in preference to the internal water.
Passing the Time
The leader has to face and resolve the following problems:
Maintain morale. This is best approached by giving duties to each person
which are meaningful and ensuring that they are carried out.
Duties such as lookout, helmsman and baler should be rotated at intervals of
not more than one hour, as this will prevent boredom and lack of vigilance
from setting in.
Continually show confidence that rescue will take place. Do not allow
individuals to lapse into melancholy. Try to make everyone think of factors
other than the situation that they are in by introducing games of various forms.
If a portable radio is available tune it in and listen to the various programmes.
Playing card games is useful, as considerable concentration is required.
Maintaining the Health of all On Board, both Mental and
Physical
Routines can be counter-productive and where possible restrict movement to
a minimum as all movement consumes body fluid. Body fluid is probably the
most significant single factor to controlling whether or not you survive.
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
in a survival craft. During this period all persons should be encouraged to
urinate, as this will assist in reducing urinary retention problems later.
Do not consume food high in protein as this causes defecating which in turn
causes body fluids to be used which will be irreplaceable. If possible keep a
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.
Issue: 1
Menu
Towards the evening try to hang out any damp clothing and make sure it is dry
for the evening chill in the tropics. This avoids the loss of body fluid as body
heat dries the clothing and reduces the internal body temperature.
As thirst grows the temptation increases to drink sea water. This must be
prevented as ultimately death will certainly ensue.
All parts of the body should be shaded from the sun and the elements. This
will reduce the loss of body fluid and/or the risk of sunburn or frostbite.
If the water ration is at least one litre per person daily then fishing can be a
worthwhile exercise. Remember that fish are high in protein which brings its
own problems as previously mentioned.
The blood of sea birds is quite nutritious. To catch these, try putting some of
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.
Do not encourage swimming as a form of exercise as this will use up energy
and put the individuals at risk from sharks.
Injuries, Ailments and Treatment
Injuries
A first aid kit is supplied with every lifeboat and a leaflet describing simple
first aid is enclosed with each kit.
Frostbite
This usually occurs in extremities i.e. fingers, toes, ears. Wear protective
clothing if possible. Reduce lookout periods in very cold weather, watch each
other’s conditions. Wriggle nose and cheeks and exercise hands and feet to
keep circulation going.
Do not massage affected area once signs of frostbite have appeared. Warm the
area by holding a hand against it.
Urine Retention
This can be dangerous, so overcome ‘mental blockage’ early before urine
production is reduced by rationing. Ensure that everyone urinates within the
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
in a survival craft, urine will appear dark and smoky. This is normal and
no action is necessary.
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Deck Operating Manual
Sunburn
Avoid excessive exposure to the sun by keeping under cover. Keep head,
neck and other exposed areas covered. A very gradually acquired suntan
may be beneficial.
Salt Water Boils
These are due to the skin becoming sodden with sea water. Do not squeeze or
prick boils. Keep them clean and cover with a dry dressing. Keep the area as
dry as possible to avoid chafing.
Dry Mouth and Cracked Lips
Swill water around the mouth prior to swallowing. Suck a button. Smear lips
with cream or soft petroleum jelly.
Swollen Legs
This is common and due to long periods spent in a sitting position. It will
subside without treatment after rescue.
Hypothermia
There is a risk of hypothermia in water below about 25°C. Extra clothing will
delay the onset of hypothermia even if immersed, and of course will provide
extra warmth for the survivor in the lifeboat even if immersion takes place.
Totally enclosed or partially enclosed lifeboats provide far better protection
from the elements than the older open type, but extra clothing is still essential
for warmth in nearly all climates. If a survivor has been immersed in water
and has hypothermia, strip off wet outer clothing and replace with any
available dry garments. Warm the patient with extra layers of clothing and use
lifejackets as extra insulation. Use a thermal protective aid (plastic survival
bag) if available.
6.3 Lifesaving Equipment - Page 14 of 19
 Johannes Mærsk Deck Operating Manual
6.3.6 Lifesaving Equipment - Safety Plan

Illustration 6.3.6a Lifesaving Equipment - Outer Decks

Port Side Starboard Side

Lifebuoy
Hydraulic
Release Unit

Lifebuoy Released
Lifebuoy Hydraulic from Bridge
Lifebuoy Release Unit
Released
from Bridge
1XPS 1XPS
1XSB 1XSB
2X
20 PERS. FIRE

PLAN

20 PERS. 15 PERS.

Deck 1 Deck 1 Heeling

Deck 2 Deck 2 Tank
Floor Floor

1XPS
1XSB

15 PERS.

Key

Rocket Parachute Lifebuoy With Line

Life Jacket GMDSS Portable VHF Liferaft (15 Person) Lifebuoy Emergency Exit
Flares (Red) (30M)
15 PERS.

Line -Throwing Primary Means Of

Satellite (EPIRB) Rescue Boat (6 Person) Liferaft (20 Person) Lifebuoy with Night Light Lifeboat (35 Person)
Appliance Escape
20 PERS.

Man Rope Radar Transponder

Embarkation Liferaft (6 Person)
Lifebuoy with Day and
Night Signal
FIRE
Fire Plan C Control Station
Ladder PLAN
6 PERS.

FIRE
C PLAN
Upper Deck Focsle Deck
6 PERS.

Hatch No.11-P

Engine Hatch No.10 Hatch No.9 Hatch No.8 Hatch No.7 Hatch No.6 Hatch No.5 Hatch No.4 Hatch No.3 Hatch No.2
Room Hatch No.1

6X
Air Hatch No.11-S
Condition
Plant
1X

FIRE

PLAN
6 PERS.

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 Johannes Mærsk Deck Operating Manual
Illustration 6.3.6b Lifesaving Equipment - A and B Decks Key
A Deck B Deck

Life Jacket Rubber Gloves

2
20 PERS.

Immersion Suit Fire Axe

Dn
15 PERS.

Up Muster Station Safety Lamp Up

17X
_
Locker Lifeboat (35 Person)
+
Battery Set for
Safety Lamp Duty Mess Dining Room
Swimming
Gymnasium Pool 6X

Rescue Boat (6Person) Multi Gas Detector

Elevator
2 Elevator
Shaft
CO2 Shaft
Hoister Stretcher Gas Detector for CO2
4
_ +
Laundry Medical Supply Gas Tight Chemical
G Protection Suit

Embarkation
Protection Goggles Galley
CO2 Ladder

Fire
Engine Station Liferaft (20 Person) 45m Safety Line
Casing G

F C 20 PERS.
Engine
Casing
Liferaft (15 Person) Safety Helmet
15 PERS.
Dry
Ship's
Provisions
Control Centre Lifebuoy Fireproof Clothing
RA
Cables Cables
Bonded
Store
Compressed Air Breathing Rubber Boots
4 Ltr Apparatus
Beer Room
Spare Cylinders For RA Resuscitation
2 Ltr Breathing Apparatus Apparatus

Cold
4 Ltr Oxygen Bottle for
Resuscitation Apparatus
C Control Station Freezer Provisions
Provisions
Infirmary 4 Ltr
18X

2 Ltr Oxygen Bottle for

Resuscitation Apparatus
F Fire Station
2 Ltr 3X

Lifebuoy with Day and

20 PERS.
Night Signal with Hydraulic Fire Plan
Release from the Bridge
A Class Fire Door
15 PERS. Primary Means Of (Self-Closing)
Escape

A&B Class Fire Door

1
(Magnetic Lock)

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 Johannes Mærsk Deck Operating Manual
Illustration 6.3.6c Lifesaving Equipment - C and D Decks

C Deck D Deck

Down

Crew Crew Crew Junior Repair Repair

Officer

Elevator Elevator
Shaft Shaft Locker
Up Dn

Crew 2nd Engineer

Up
Key

Engine Crew 3rd Engineer

Casing A Class Fire Door
(Self-Closing)
Engine
A&B Class Fire Door Casing
(Magnetic Lock)

Primary Means Of
Up
Crew Escape Up
2nd Officer
Cables Cables

Up Dn

Crew Locker Crew's Dayroom Crew Crew 1st Officer

Down

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 Johannes Mærsk Deck Operating Manual
Illustration 7.1.1c Bridge Aft Bulkhead Control Panel

Indication Panel
Master Clock Watertight Doors Deck Lighting

Door 1008 1006 1004 1002 1000

Steer Gear
Room

1 2 3 4 5
1009 1007 1005 1003 1001

6 7 8 9 10
0 0 0 0 0 0 0 0 0 0
1 1 1 1 1 1 1 1 1 1
Lamp Test Dimmer

0 0 0
1 1 1

Weather Fax
Emergency Pump Control

CONTRAST SYNC VOLUME

TUNE RCL
MODE
PRG

RECEIVER
SPD CM ENT
PHASE 10C
kHz
EXT INT

ALARM FACSIMILE

TIMER PRINT AUDIO SAR MSG PAPER S -LEVEL SPEED PHASE

FURUNO DFAX
FACSIMILE RECEIVER FAX -214

0 10 20 30 40
1 2 3 4
ON Flap 1 Open
POWER
ON

Course Rudder OFF Flap 2 Open

Course Rudder
Printer

ANSCHUTZ

Set 5 6 7 8
Print Date Time Conf.
On/Off Time Feed Mode

Test

Key

1: Bilge/Fire Pump
ON/OFF Pushbuttons

Heading / Rudder Printer Printer 2: Fire Fighting Pump ER

Movement Recorder ON/OFF Pushbuttons

3: Emergency Fire Pump

ON/OFF Pushbuttons

4: Fire Flaps Emergency

Generator Room No.1 and 2
Open Indication

5: Emergency Stop
Accommodation Ventilation
Echo Sounder
Recorder 6: Emergency Stop
Engine Room Ventilation

7: Emergency Stop Cargo Holds

and Fore Ship Ventilation

8: Emergency Stop
Air Conditioning Plant

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 Johannes Mærsk Deck Operating Manual
Illustration 7.1.1d Bridge Wing Console

WT Log
BAR
IIIII
IIII DEGREE
III 30
BT Long/Res
III
PORT RUDDER ANGLE STBD
Key I20 50 50

I
IIII
BT Trans/Dir

IIII
40 40

IIIIIIIIIII
10
20
100 100
1 - Engine Order Telegraph rpm
0 20 20

2 - Start Air Indicator 2 3 4

6 5 4 6 5 4 6 5 4
3 - Rudder Angle Indicator

3
9 8 7

9 8 7

9 8 7
5

2 1

2 1

2 1
0 12 0 12 0 12
4 - RPM Indicator 11 1 11 1 11 1

5 - Speed Log 16 17 18

6 - FU Tiller

7 - Bow Thruster
9
8 - Stern Thruster

9 - Place for Portable Handset

Reduce
10 - Safety System Alarm Panel

Down

RPM
Slow
11 - Dimmer Pushbuttons 10

Buzzer

Failure

Down
BMS
Stop

Shut
12 - Morse Lantern
6
13 - Whistle 8 7

STERN THRUSTER CONTROLLER

ALARM

ALARM

BOW THRUSTER CONTROLLER

14 - Watch Alarm

Take-Over Unit
Standby
Active
15 - Buzzer Watch Alarm

SERVICE

OVER
TAKE
ON
Test

1
10

10
10

10
16 - Dimmer Start Air Indicator 22

Tiller FU
5

5
5

5
PITCH INDICATION

PITCH INDICATION
17 - Dimmer Rudder Angle Indicator

0
0

0
0
18 - Dimmer RPM Indicator 6 5 4
5

5
5

3
9 8 7
10

10

2 1
10

10
21 0
11 1
12

19 - Socket PA System Microphone

11 12 13 14 15
20 - Socket Talkback Microphone

21 - Socket VHF Handset

20
22 - Socket Day Signal Searchlight

19

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 Johannes Mærsk Deck Operating Manual
Illustration 7.1.1e Port Chart Table

3 4
ap Navigator MK10 DGPS Professional

Professional DGPS Navigator

1 2 3
NAV RTE WPT
GPS1 GPS STATUS ABC DEF GHI
SNR 42 39 48 50 44 47 N
50
21 4 5 6
12
40 PLOT TIDE AUX
18 JKL MNO PRQ
26 3
30 14
W E
PRN 12 14 1 23 21 26
1 7 8 9
17 5
Used sats : 6
POS GPS DGPS
STU VWX YZ
Visible sats : 11
Available sats : 24 23
Elevation mask : 7.5° S
0
E CFG C

1 2
SWITCH = DIMMER
CHART
LIGHTING

Speed
2154 WT
4587 500 00.034N Gyro 1 1 . 0 0
(man)
SAL
30
190 57.025W GMG 1 3 . 7
0
501-6
11 5 9 (pos)
WGS 64 UN 701080
DGPS SMG 1 3 . 2 k t
11 2 4 11 5 4 BT
Plain Speed 20.0Kt Next WP 2
30
11 5 4
1859
Plan CTS 70 Cht WOP 4.44nm
11 2 4
1068 Route 70 ETA Distance/Direction
11 5 4 023
Ch limit 100m 31 Dec 01 08:09 Trip
1470 300
11 5 4 Off track >59m Next CTS 110
Turn Rad 1.0nm
Turn Rate 160/min Total

1859 S57 chart legend

1068
0735
2154 Cell name AA5C1CDE 99 WMT
2059 Navigation purposes Harbour Press Clocking On
Test
Issue date 19980203 2 sec
1859
11 5 4 Edition number 2 Long Trip
Last displayed update 000 BT Reset
Trans Total
WT Trip
Update issue date 19980203 Res Dir
DIMMER
1068
Last update appl. data 19980203 DIM CLOCK
Projection Mercator
11 5 4 11 5 9
2154 Horizontal datum WGS 84
Vertical Datum
11 5 9
Higher high water large tide
Sounding datum

Key
Lowest low water tide
2584
Quality of data

2584
11 6 0 Magnetic var.

6 7
5
11 4 9
11 5 6
11 3 9
11 8 0

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

1 - LAN PC Station

2 - ECDIS Planning Station

Num Caps Scroll Num Caps Scroll
Lock Lock Lock Lock Lock Lock

3 - DGPS No.2

4 - NAVTEX Receiver

5 - Watch Alarm

6 - SAL Speed Log

7 - Clock

Issue: 1 7.1 Bridge Layout and Equipment - Page 6 of 6

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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 Display

7.2.1c Radar Control Panel

7.2.2a ECDIS System Block Diagram

7.2.2b ECDIS Display

7.2.2c ECDIS Control Panel

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 Johannes Mærsk Deck Operating Manual
PART 7: BRIDGE EQUIPMENT AND OPERATION • Port ARPA unit (X-band) • Starboard and aft window wiper and heater controls
• Main fire alarm panel • Barometer and humidity gauges
7.1 BRIDGE LAYOUT AND EQUIPMENT
• Smoke detection alarm repeater panel • Operator watch station monitor, keyboard and trackball

7.1.1 BRIDGE CONSOLE • Port side and aft window wiper and heater controls
Bridge Aft Bulkhead Control Panel
• Navigation and signal light panels
The bridge consists of a wheelhouse, chart tables and GMDSS radio console
• Talkback control unit • Ship’s clock master control unit
area with equipment sited for optimum advantage for navigating the vessel.
• Sat Com B telephone • Automatic telephone extension
Located centrally forward and above the wheelhouse windows are a number • Sat B NERA message indicator, distress alarm unit, GMDSS • Course/rudder printer control unit with heading/rudder
of display instruments: remote alarm unit and No.2 VHF movement printer below
• Waypoint course and distance indicator • PA controller and ship’s emergency alarm pushbuttons • Weather fax printer unit with echo sounder printer below
• Slave clock • Sound powered phone • Power distribution panels 24V and 230V
• Speed log • Anti-heeling control panel • Watertight doors open/closed indication
• Gyrocompass repeater • Central window wiper and heater controls • Fire pump start and stop controls
• Shaft revolution indicator • Fog bell and gong control panel • Ventilation system emergency stops for accommodation, engine
• Bridge alarm panel indicator room, cargo holds and forward deck and air conditioning
• External sound surveillance controller
• Wind speed and direction indicator • Power lighting and navigation distribution panels 24V and
• Automatic telephone extension
230V
• Sound direction indicator • Bow and stern thruster control panels
• Deck lighting control panel
• PA speaker • Echo sounder with forward and aft transducer selection switch
On the starboard aft side of the wheelhouse is the converter room which • Emergency manoeuvring telegraph Bridge Wing Consoles
houses the two gyrocompass units, main server unit and various controllers • Main engine load control program load/run indication On each bridge wing is located a manoeuvring console housing a main
and power managers for the navigation equipment. engine telegraph transmitter, control panel for bow and stern thruster units,
• Duty alarm system 40M and Lyngsø BMS panels
rudder angle indicator, speed log indicator, rpm indicator, starting air pressure
Planning Chart Table • Shaft revolution indicator and shaft power torque meter indication and follow-up steering control. Also on each bridge wing can
• Starting air pressure gauge and main engine emergency stop button be found a gyro repeater stand, hydraulic release mechanism for the man
Situated at the port side of the wheelhouse is the planning chart table comprising
overboard lifebelt and a remote control panel for lowering and raising the
of two chart drawer units, a main chart table top, the ECDIS planning station • No.1 VHF control unit
corresponding accommodation ladder, after it has been swung out.
with monitor and keyboard and a LAN PC monitor and keyboard.
• Manoeuvring control telegraph
Built into the right hand side of the console and from left to right is the • Watch alarm harbour/sea mode pushbutton, watch alarm GMDSS Radio Console
following nautical equipment: pushbutton, morse lamp pushbutton and whistle pushbutton
Situated in the aft starboard corner and adjoining the wheelhouse is the
• DGPS No.2 unit • Hatlapa steering pump selection and safematic control panel radio space containing the GMDSS equipment for operating in sea areas
A1, A2 and A3:
• Navtex receiver • Steering stand
• MF/HF DSC terminal watch receiver and radiotelephone
• Watch alarm pushbutton and buzzer alarm • Starboard ARPA unit (S-band)
• Inmarsat C data terminals and printers
• SD1-6 speed log display unit • ECDIS console
• Inmarsat C distress buttons
• Slave clock • Starboard chart table area. Nautical charts are stored in the
chart drawers beneath the chart table unit. • Inmarsat B distress voice box, display unit and printer
Bridge Manoeuvring Control Console • No.1 DGPS and Loran C unit • Facsimile
Located centrally and placed forward for accessible outside viewing is the • SD1-6 speed log display unit and watch alarm pushbutton • GMDSS emergency hand held VHF units
bridge manoeuvring control console housing the primary navigational and • Slave clock • Automatic telephone master extension units
control equipment:

Issue: 1 7.1 Bridge Layout and Equipment - Page 2 of 6

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

59 52 53 54 55 83

63 64 65 81
98
47 58 43 44 48 49 45 50 51 19 82 102 91 92 93 99 94 95

1 6 8 9 10 11 12 13 14 16 17 78 84 88 103

15

30 39 97 96 101 100
7 36 37 73 72
18 35 22 20
29 41 24 79 80 76 77
71
4 5 31 38 86 87
25 60 74 75
3 90
32 70 67
104 105
2 85 89
28 26 27 34 33 40 23 21 66 69 68

46 56 61 62 57 42
Key

1 - Radar Monitor 31 - Satcom-C Alarm Unit and Distress Key 58 - Lamp Test, Signal Lamps 84 - Radar Monitor
2 - Radar Keyboard 32 - GMDSS Alarm Unit 59 - Wheelhouse Lighting 85 - Radar Keyboard
3 - Autopilot Remote Control Keyboard 33 - Automatic Telephone 60 - Watch Alarm/Harbour/Sea (see section 4.1 for details)
4 - Whistle 34 - Sound Powered Telephone 61 - Morse Lantern 86 - Whistle
5 - Morse Lantern 35 - Talkback Unit 62 - Whistle 87 - Morse Lantern
6 - Central Fire Alarm 36 - Public Address Unit 63 - Dimmer Waypoint Indicator (Overhead Panel)
7 - Smoke Alarm Panel 37 - General Alarm Unit 64 - Dimmer Wind Speed Indicator (Overhead Panel) 88 - ECDIS Monitor
8 - Signal Lanterns Panel 38 - Duty Alarm System DAS 40M Panel 65 - Lamp Test Alarm Index Panel (Overhead Panel) 89 - ECDIS Keyboard
9 - Navigation Lanterns Main Panel 39 - Bow Thruster Panel 90 - ARC Keyboard
10 - Navigation Lanterns Spare Panel 40 - Stern Thruster Panel 66 - FU Handwheel
11 - Anti-Heeling Unit 41 - Sound Reception Unit 67 - Mode Select Switch 91 - DGPS Receiver 1
12 - Signal Automat 68 - NFU Tiller 92 - Loran-C Receiver
13 - Window Wiper/Heating 42 - Watch Alarm, Harbour / Sea 69 - Override 93 - Speed Log
14 - Echo Sounder 43 - Goose Neck Lamp 70 - Operator Unit Gyro 94 - Clock
15 - Changeover Switch Echo Sounder Transducer 44 - Goose Neck Lamp 71 - Gyrocompass 95 - Window Wiper/Heating
16 - RPM Indicator 45 - Goose Neck Lamp 72 - Rudder Angle Indicator
17 - Torsion Indicator 46 - Reduce RPM 73 - Rate of Turn Indicator 96 - Buzzer Watch Alarm
18 - Window Wiper/Heating 74 - Autopilot 1 97 - Chart Table Light
19 - Starting Air Indicator 47 - Dimmer Console Lighting 75 - Autopilot 2 98 - Lamp Console Lighting
20 - Main Engine Overload Indicator Panel 48 - Dimmer Console Lighting 76 - Dimmer Main Lighting Magnetic Compass
21 - Engine Order Telegraph 49 - Wheelhouse Red Light 77 - Dimmer Emergency Lighting Magnetic Compass 99 - Dimmer Chart Table Light
22 - Emergency Order Telegraph 50 - Dimmer Starting Air Indicator 78 - Steering Gear Panel 100 - Dimmer Clock
23 - Bridge Manoeuvring System Alarm Panel 51 - Dimmer RPM Indicator
24 - VHF 1 transceiver 52 - Dimmer Clock (Overhead Panel) 79 - Dimmer Steering Light 101 - Watch Alarm
25 - VHF 1 Handset 53 - Dimmer Speed Log (Overhead Panel) 80 - Dimmer RAI/Rate of Turn Indicator
26 - VHF 2 Transceiver 54 - Dimmer Digital Gyro Repeater (Overhead Panel) 81 - Dimmer Panorama RAI 102 - Socket 230V AC
27 - VHF 2 Handset 55 - Dimmer RPM Indicator (Overhead Panel)
28 - Satcom-B Telephone 82 - Main Lighting Magnetic Compass 103 - UMS 2100 Alarm Monitor
29 - Satcom-B Distress Alarm 56 - Emergency Stop for Main Engine 83 - Emergency Lighting Magnetic Compass 104 - Keyboard
30 - Satcom-B Remote Message Indicator 57 - Watch Alarm 105 - Trackball

Issue: 1 7.1 Bridge Layout and Equipment - Page 3 of 6

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 Johannes Mærsk Deck Operating Manual
Illustration 7.1.1c Bridge Aft Bulkhead Control Panel

Indication Panel
Master Clock Watertight Doors Deck Lighting

Door 1008 1006 1004 1002 1000

Steer Gear
Room

1 2 3 4 5
1009 1007 1005 1003 1001

6 7 8 9 10
0 0 0 0 0 0 0 0 0 0
1 1 1 1 1 1 1 1 1 1
Lamp Test Dimmer

0 0 0
1 1 1

Weather Fax
Emergency Pump Control

CONTRAST SYNC VOLUME

TUNE RCL
MODE
PRG

RECEIVER
SPD CM ENT
PHASE 10C
kHz
EXT INT

ALARM FACSIMILE

TIMER PRINT AUDIO SAR MSG PAPER S -LEVEL SPEED PHASE

FURUNO DFAX
FACSIMILE RECEIVER FAX -214

0 10 20 30 40
1 2 3 4
ON Flap 1 Open
POWER
ON

Course Rudder OFF Flap 2 Open

Course Rudder
Printer

ANSCHUTZ

Set 5 6 7 8
Print Date Time Conf.
On/Off Time Feed Mode

Test

Key

1: Bilge/Fire Pump
ON/OFF Pushbuttons

Heading / Rudder Printer Printer 2: Fire Fighting Pump ER

Movement Recorder ON/OFF Pushbuttons

3: Emergency Fire Pump

ON/OFF Pushbuttons

4: Fire Flaps Emergency

Generator Room No.1 and 2
Open Indication

5: Emergency Stop
Accommodation Ventilation
Echo Sounder
Recorder 6: Emergency Stop
Engine Room Ventilation

7: Emergency Stop Cargo Holds

and Fore Ship Ventilation

8: Emergency Stop
Air Conditioning Plant

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 Johannes Mærsk Deck Operating Manual
Illustration 7.1.1d Bridge Wing Console

WT Log
BAR
IIIII
IIII DEGREE
III 30
BT Long/Res
III
PORT RUDDER ANGLE STBD
Key I20 50 50

I
IIII
BT Trans/Dir

IIII
40 40

IIIIIIIIIII
10
20
100 100
1 - Engine Order Telegraph rpm
0 20 20

2 - Start Air Indicator 2 3 4

6 5 4 6 5 4 6 5 4
3 - Rudder Angle Indicator

3
9 8 7

9 8 7

9 8 7
5

2 1

2 1

2 1
0 12 0 12 0 12
4 - RPM Indicator 11 1 11 1 11 1

5 - Speed Log 16 17 18

6 - FU Tiller

7 - Bow Thruster
9
8 - Stern Thruster

9 - Place for Portable Handset

Reduce
10 - Safety System Alarm Panel

Down

RPM
Slow
11 - Dimmer Pushbuttons 10

Buzzer

Failure

Down
BMS
Stop

Shut
12 - Morse Lantern
6
13 - Whistle 8 7

STERN THRUSTER CONTROLLER

ALARM

ALARM

BOW THRUSTER CONTROLLER

14 - Watch Alarm

Take-Over Unit
Standby
Active
15 - Buzzer Watch Alarm

SERVICE

OVER
TAKE
ON
Test

1
10

10
10

10
16 - Dimmer Start Air Indicator 22

Tiller FU
5

5
5

5
PITCH INDICATION

PITCH INDICATION
17 - Dimmer Rudder Angle Indicator

0
0

0
0
18 - Dimmer RPM Indicator 6 5 4
5

5
5

3
9 8 7
10

10

2 1
10

10
21 0
11 1
12

19 - Socket PA System Microphone

11 12 13 14 15
20 - Socket Talkback Microphone

21 - Socket VHF Handset

20
22 - Socket Day Signal Searchlight

19

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 Johannes Mærsk Deck Operating Manual
Illustration 7.1.1e Port Chart Table

3 4
ap Navigator MK10 DGPS Professional

Professional DGPS Navigator

1 2 3
NAV RTE WPT
GPS1 GPS STATUS ABC DEF GHI
SNR 42 39 48 50 44 47 N
50
21 4 5 6
12
40 PLOT TIDE AUX
18 JKL MNO PRQ
26 3
30 14
W E
PRN 12 14 1 23 21 26
1 7 8 9
17 5
Used sats : 6
POS GPS DGPS
STU VWX YZ
Visible sats : 11
Available sats : 24 23
Elevation mask : 7.5° S
0
E CFG C

1 2
SWITCH = DIMMER
CHART
LIGHTING

Speed
2154 WT
4587 500 00.034N Gyro 1 1 . 0 0
(man)
SAL
30
190 57.025W GMG 1 3 . 7
0
501-6
11 5 9 (pos)
WGS 64 UN 701080
DGPS SMG 1 3 . 2 k t
11 2 4 11 5 4 BT
Plain Speed 20.0Kt Next WP 2
30
11 5 4
1859
Plan CTS 70 Cht WOP 4.44nm
11 2 4
1068 Route 70 ETA Distance/Direction
11 5 4 023
Ch limit 100m 31 Dec 01 08:09 Trip
1470 300
11 5 4 Off track >59m Next CTS 110
Turn Rad 1.0nm
Turn Rate 160/min Total

1859 S57 chart legend

1068
0735
2154 Cell name AA5C1CDE 99 WMT
2059 Navigation purposes Harbour Press Clocking On
Test
Issue date 19980203 2 sec
1859
11 5 4 Edition number 2 Long Trip
Last displayed update 000 BT Reset
Trans Total
WT Trip
Update issue date 19980203 Res Dir
DIMMER
1068
Last update appl. data 19980203 DIM CLOCK
Projection Mercator
11 5 4 11 5 9
2154 Horizontal datum WGS 84
Vertical Datum
11 5 9
Higher high water large tide
Sounding datum

Key
Lowest low water tide
2584
Quality of data

2584
11 6 0 Magnetic var.

6 7
5
11 4 9
11 5 6
11 3 9
11 8 0

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

1 - LAN PC Station

2 - ECDIS Planning Station

Num Caps Scroll Num Caps Scroll
Lock Lock Lock Lock Lock Lock

3 - DGPS No.2

4 - NAVTEX Receiver

5 - Watch Alarm

6 - SAL Speed Log

7 - Clock

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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 Display

7.2.1c Radar Control Panel

7.2.2a ECDIS System Block Diagram

7.2.2b ECDIS Display

7.2.2c ECDIS Control Panel

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 Johannes Mærsk Deck Operating Manual
Illustration 7.2.1a Radar Block Diagram
Mast
2154
4587 500 00.034N Gyro 1 1 . 0 0
(man)
30
190 57.025W GMG 1 3 . 7
0
11 5 9 WGS 64 (pos)
DGPS SMG 1 3 . 2 k t
11 2 4 11 5 4
Plain Speed 20.0Kt Next WP 2
70

Planning Workstation
11 5 4 Plan CTS Cht WOP 4.44nm
30 11 2 4 1859
1068 Route 70 ETA
11 5 4 023
Ch limit 100m 31 Dec 01 08:09
1470 300
11 5 4 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

Port Chart Table

1859
11 5 4 Edition number 2
Last displayed update 000
Update issue date 19980203
1068
Last update appl. data 19980203
Projection Mercator
11 5 4 11 5 9
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
11 6 0 Magnetic var.
2584
11 4 9
11 5 6
11 3 9
11 8 0

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

Printer CPU

Converter Room

115V 115V
001

003
230V 230V

047
Transceiver (XCVR 2) Transceiver (XCVR 1)
25A 10A 25A 10A

Ethernet Cable L=10m

041

044
AC AC AC AC
230V 230V 230V 230V
Feeding From Emergency Switchboard

BMCC BMCC BMCC

Ethernet Cable L=10m Main Bridge

X Band ARPA S Band ARPA ECDIS

Display Unit Display Unit Display Unit
Pathfinder MK2 Pathfinder MK2 Pathfinder MK2
0
RANGE 24 NM RINGS 4 NM BRG 183.3 o T RNG 16:13 H:M HDG 200.5 o T GYRO
TUNE AUTO CURSOR ETA 13:14 H:M CMG 200.5 o T SEA STRB
0
RANGE 24 NM RINGS 4 NM BRG 183.3 o T RNG 16:13 H:M HDG 200.5 o T GYRO 330 30 TTG 0:44 H:M SPD 21.7 KT MANUAL
GAIN 2154
TUNE AUTO CURSOR ETA 13:14 H:M CMG 200.5 o T SEA STRB RAINR N 21:05.06 SET 000.0 o T 4587 500 00.034N Gyro 11.00
30 (man)
330 TTG 0:44 H:M SPD 21.7 KT MANUAL SEA N 18:12.62 DRFT 0.0 KT 190 57.025W GMG 1 3 . 7
0
GAIN

Ethernet
30
RAINR N 21:05.06 SET 000.0 o T FTC N 21:21.20 GPS (4) 11 5 9 WGS 64 (pos)
LONG W 8:11.62 DGPS SMG 1 3 . 2 k t
SEA N 18:12.62 DRFT 0.0 KT GPS 11 2 4 11 5 4

FTC N 21:21.20 GPS (4) NUP 11:13 19/09/01 TIME Plain Speed 20.0Kt Next WP 2
RM 300 60 30
11 5 4
1859
Plan CTS 70 Cht WOP 4.44nm
LONG W 8:11.62 GPS 11 2 4
1068 Route 70 ETA
TGT 1 PLT 023
11:13 19/09/01 TIME

Ethernet Cable L=5m

NUP 11 5 4 Ch limit 100m 31 Dec 01 08:09
60 BRG 172.0 - oT 147
0
300
RM 300 11 5 4 Off track >59m Next CTS 110
RNG 18.76 - NM

Hub
TGT 1 PLT Turn Rad 1.0nm
BRG 172.0 o
- T CSE 094.5 - oT Turn Rate 160/min
RNG 18.76 - NM TSPD 14.7 - KT S57 chart legend
1859

048
- NM 1068
CSE 094.5 - oT CPA 6.54
2154 Cell name AA5C1CDE
TSPD 14.7 - KT TCPA -131 - MIN 2059 Navigation purposes Harbour
CPA 6.54 - NM BCR -17.8 - NM Issue date 19980203
TCPA -131 - MIN 270 90 BCT -6 - MIN 11 5 4
1859
Edition number 2
BCR -17.8 - NM Last displayed update 000
270 90 BCT -6 - MIN Update issue date 19980203
1068
Last update appl. data 19980203
Projection Mercator
11 5 4 11 5 9
2154 Horizontal datum WGS 84

Interswitch L=5m
Vertical Datum

Processor Processor Internal

11 5 9
Higher high water large tide

018
Sounding datum
Lowest low water tide
240 120 2584
Quality of data
IR 11 6 0 Magnetic var.
240 120 SYM ON 2584
FAST OFF 11 4 9
IR MASTER 11 5 6
AUDIO ON 11 3 9
SYM ON XCVR1 3CM 11 8 0
TRAILS LONG
FAST OFF 1758
MASTER AUDIO ON 150 --VECTORS-- Cursor
EBL1 BRG 210
XCVR1 3CM TRAILS LONG TRUE STD 24.0 MIN MAIN ARPA SET MAPS From own ship 3011.5nm 208.60
EBL2 BRG UP 15007.174N 00503.011W
210 150 --VECTORS-- EBL2 ORG VRM1 VRM2
EBL1 BRG TRUE STD 24.0 MIN MAIN SET
180
02.00
ARPA MAPS 29.12.2001 05:53 UTC 29.12.2001 07:53 FLE Standard 1:5000 02.00
EBL2 BRG UP
EBL2 ORG 180 VRM1 VRM2

Monitor Monitor
Internal Internal Internal Internal
Serial Serial ECDIS
115V 115V UPS
MATCH
230V 230V 1500
Position Alarms Speed Course Bus Position Alarms Speed Course Bus COM COM COM COM Course Bus
4 5 1 2
079002

079003
076113

076112
16A 16A 10A

040

014

015

016
072103

072203
Internal Internal Internal Internal

AC From To From From AC 230V From To From From From To From AC Power
230V Datamanager Speed Log Gyrocompass Feeding from Datamanager Speed Log Gyrocompass AutoPilot Datamanager DGPS DGPS 230V Failure
Emergency Switchboard 1 2
BMCC Converter Room BMCC Converter Room BMCC BMCC

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 Johannes Mærsk Deck Operating Manual
7.2 INTEGRATED NAVIGATION SYSTEM (INS) The facility is available to both draw and save navigation lines for the pre- Screen Layout
programming of parallel index lines in order to assist in the monitoring of the The raster screen display contains operational information as well as the radar
vessel’s navigational track in coastal waters.
7.2.1 RADARS presentation. The lower right side sector of the screen selected by placing
the cursor on MAIN, ARPA, SETUP, MAP or ECDIS software buttons and
The basic, single-scanner/single-display configuration is expanded by the pressing ENTER on the control panel, provides operating information and
Equipment interswitch unit. is called the function display.

Maker: Raytheon Marine A display unit can be connected, via the interswitch, to any one of the The radar display bearing scale can be broken into four main sectors
Type: Pathfinder/ST MK2 ARPA (X-band and S-band) scanner units, and can be selected from that display as the master display containing the following information:
for controlling that scanner, or as a slave display. The master/slave status of
all displays and their specific scanner couplings can be monitored from any
Basic Principle of Radar display unit in the system. Upper Left Corner

Radar is an acronym of Radio Detection and Ranging and uses a source
of radio frequency power known as a transmitter to send via a transducer
(antenna) electromagnetic waves at the speed of light into the atmosphere.
A portion of these transmitted electromagnetic waves will be absorbed by
any medium which happens to be in its path. This wave is then re-radiated
from the medium again at the speed of light in all directions. Some of the
electromagnetic waves are transmitted directly along the reciprocal course
from which they were received and are picked up by the radar antenna which
also acts as a receiver. The received wave is amplified and, by use of high
speed time measuring equipment, the exact time delay can be measured and
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 selected datum point.
Contains information on the radar range scale in use, distance between Range
Radar Control Panels Rings and present display settings for TUNE, GAIN, RAIN RATE, SEA and
FTC. Also included in this area is the range group button, NUP (North Up)
Bezel Screen and Control Panel Layout and RM (Relative Motion) legends.
Bezel Screen
Upper Right Corner
The bezel screen layout encircling the right hand side of the display unit
contains the following controls: Contains cursor data bearing and range read outs. When the cursor or one
of the cursor functions is selected, ie EBL, VRM, Nav Line etc., the bearing
and range to the cursor is displayed. The cursor button provides selection
Power Switch (Red) of Lat/Long, ETA (expected time of arrival) and TTG (time to go) to the
Illuminates for approximately 5 seconds when depressed. Provides the power cursor. Own ship and tracked target data is also displayed in this area of
to the radar unit. the screen.

Reset Lower Left Corner

Equipment Description
Performs a hard reset of the radar processor when this switch is depressed Master or slave XCVR in use, 3cm or 10cm legends and EBL1 and EBL2
The vessel is fitted with two radars, one X-band (3cm) and one S-band
for approximately 5 seconds. bearing and origin buttons.
(10cm). Both radars are fitted with ARPA (automatic radar plotting aid). The
equipment is composed of a transceiver, scanner and a display unit with a
high definition non fading raster colour monitor. Degauss Lower Right Corner
Degausses the screen when depressed. IR, SART, Fast On/Off, Audio On/Off, Trails On/Off, Vector data and VRM 1
Radar video, target data and speed log data and most switch settings, are all and VRM 2 buttons and read out legends.
indicated on the raster display screen.
Brightness
In standby mode the radar system configuration will appear in the radar
The radar controls consist of software buttons, pull-down menu, control panel Adjusts the monitor brilliance. display area, together with the target simulator menu.
pushbutton switches, a trackball, and standard rotary knobs.

As previously mentioned, both radars are equipped with ARPA allowing up Contrast Control Panel Layout
to forty (40) targets to be tracked at any one time. Target motion is displayed Adjusts the contrast of the monitor. The control panel comprises of the trackball, and physical controls used for
both graphically on the CRT and for two chosen targets a digital read out is radar system operation.
provided of all information necessary for anti collision operation.
PCMCIA Card
The ARPA also allows the operator to set up an auto acquisition zone around RAM card used to download maps which may be up-loaded to another GAIN
one’s own ship so that when targets enter the zone, they will be automatically display. Adjust the receiver sensitivity.
acquired and tracked.
RAIN R
Reduces the clutter from rain, snow and other precipitation.

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 Johannes Mærsk Deck Operating Manual
Illustration 7.2.1b Radar Display

0
RANGE 24 NM RINGS 4 NM BRG 183.3 o T RNG 16:13 H:M HDG 200.5 o T GYRO
TUNE AUTO CURSOR ETA 13:14 H:M CMG 200.5 o T SEA STRB
330 30 TTG 0:44 H:M
GAIN SPD 21.7 KT MANUAL
RAINR N 21:05.06 SET 000.0 o T
SEA N 18:12.62 DRFT 0.0 KT
FTC N 21:21.20 GPS (4)
PCMICA Card
LONG W 8:11.62 GPS
NUP 11:13 19/09/01 TIME
60
RM 300
TGT 1 PLT
- o
BRG 172.0 T
RNG 18.76 - NM
094.5 - o
CSE T
TSPD 14.7 - KT
CPA 6.54 - NM
TCPA -131 - MIN
BCR -17.8 - NM
270 90 BCT -6 - MIN Contrast Control

Contrast

Brightness Control

Brightness

240 120
Degauss Button
IR Degauss
SYM ON
FAST OFF
MASTER AUDIO ON
XCVR1 3CM TRAILS LONG
210 150 --VECTORS--
EBL1 BRG TRUE STD 24.0 MIN MAIN SET
EBL2 BRG ARPA UP MAPS Power
Power Button
EBL2 ORG 180 VRM1 VRM2

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 Johannes Mærsk Deck Operating Manual
SEA H UP / N UP CE / HL OFF
Reduces sea clutter. Toggles the display from north up display to ship’s head up display. Erases data entries and temporarily erases the heading marker when
continuously depressed.
(Note: When H UP display is selected the ARPA functions are disabled.)
ENTER
ESCAPE
Used to enter a function marked with the trackball.
FAST TARGET
Exits the data entry mode and returns the keypad to the normal operation
Activates and deactivates the Fast Target mode. Fast target reverses the rule mode.
MENU
for the scan to scan correlation.
Displays the pop-up menu screen.
E / SENC
DISPLAY RESET
Used to enter data from the numeric keypad into the system. Pressing SENC
CNCL
Resets own ship’s position to approximately 70% radius in a stern direction in enables the electronic chart overlay from the electronic chart display system.
Used to cancel a function marked with the trackball. the true motion mode. In relative motion mode the ship’s position is offset to
approximately 70% radius in a stern direction.
Entry of Numeric Data
Trackball
When numeric data is required to be entered the numeric keypad will
Moves the cursor around the screen. COURSE UP
automatically become activated on the control panel, and the message ‘Enter
Displays the ship’s head up in a stabilised display. Numeric Data’ will be displayed on the screen.
RANGE
Numeric data can then be entered simply by pressing the numeric data keys
Selects the range scale in use. TRUE TRAIL
and confirming the entry by pressing the E /SENC key.
Displays an afterglow of any moving targets and own ship’s position indicating
ALARM ACK past true motion of all moving targets. If it is required to remove an incorrectly entered numeric figure the CE /HL
OFF button should be pressed.
Places a check mark to the left of the alarm to indicate that the alarm has
been acknowledged. DISPLAY CENTRE
Resets the ship’s position to the centre of the screen. Entry of Alphanumeric Data
PANEL Alphanumeric data is entered using the trackball, trackball keys and an
DAY/NIGHT alphanumeric keypad. The alphanumeric keypad will be displayed whenever
By pressing both PANEL switches all panel lights are illuminated and an
an alpha or numeric entry is expected or possible.
audible beep is initiated. Also controls the brilliance of the control panel Toggles the display from preset day and night settings.
display.
The letters or numbers can be selected by placing the cursor over the desired
ACQUIRE number or letter key and pressing the ENTER trackball button. Pressing the
STBY TX On trackball CANCEL key will erase the last character entered and allow the
Resets the trackball cursor for plotting targets.
operator to re-enter the alphanumeric data.
Places the radar in standby mode or transmit mode.
VECTOR MODE
SYSTEM CLEAR
Toggles between true and relative vectors.
Soft resets the processor.
SYMBOL ON/OFF
Numeric Keypad Controls Turns off all navigation symbols on the display.
The numeric keypads have a number of functions as follows:
VECTOR TIME
TM RM
Adjusts the vector time.
Toggles the display between relative motion and true motion.

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 Johannes Mærsk Deck Operating Manual
Illustration 7.2.1c Radar Control Panel
240 120

IR Degauss
SYM ON
FAST OFF
MASTER AUDIO ON
XCVR1 3CM TRAILS LONG
210 150 --VECTORS--
EBL1 BRG TRUE STD 12.0 MIN SET
EBL2 BRG MAIN ARPA UP MAPS Power
EBL2 ORG 180 VRM1 VRM2

Autopilot Remote Control

Off
In Command Start WPT Radius
+

Take Port Stbd

Set Goto Waypoint Track Course Port Stbd
Over

-
Heading Drift Track Radius
Go Clear Go Ready
Control Correct Control

Select Track Control Course Control

Pathfinder/ST MK2 Radar

Menu
CNCL
7 8 9 Enter
TM H UP Fast
RM N UP Target

4 5 6
Dislplay Course True
Reset UP Trails
Gain Rain R Sea

1 2 3
Display Day Aquire
Center Night

Test +/-
Vector
0
Sym
.
Vector
+
Mode On/Off Time
System Stby
- + Range
Clear TX On

CE Escape E
Panel HL Off Senc -

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 Johannes Mærsk
Radar Set Up
(Note: Always ensure that the radar scanners are visually checked clear of
any obstructions prior to powering up the radar unit.)
a) Press the POWER button located at the bottom right hand
corner of the monitor bezel to turn on the radar display.
The power button illuminates for approximately five seconds,
indicating power is applied to the computer and display
electronics.
A self-test is now performed and indicates the results of the test
as PASS or FAIL on the self-test screen.
b) Place the trackball cursor on RUN and press ENTER on the
control panel.
The radar display screen is displayed with the message
STANDBY TRANSMIT DELAY IN PROGRESS.
A two second warning beep sounds and the warning SET
HEADING is displayed in the function warning area.
c) Select the transceiver required for the radar unit by placing
the trackball cursor over the required 3cm or 10cm XCVR
M (master) or XCVR S (slave) buttons. Press ENTER on
the control panel when the required transceiver selection has
been made.
On completion of the warm up cycle, the screen display changes
from STANDBY TRANSMIT DELAY IN PROGRESS to
STANDBY and the system remains in a state of readiness at
minimum power consumption.
d) Set the display brilliance by turning the BRIGHTNESS knob
located on the right hand side of the bezel layout clockwise or
counter clockwise to give the most comfortable viewing.
e) Set the display contrast as with the brilliance by turning the
CONTRAST knob clockwise or counter clockwise as required.
f) Press the STBY TX ON button to place the radar in Transmit
mode.
g) Place the trackball cursor on HDG located in the upper right of
the display and press ENTER. Enter the required heading using
the numeric data keypad, then press E SENC.
h) Place the trackball cursor over the MANUAL button and
press ENTER. Select LOG from the speed source menu or
MANUAL as the speed input source required.
If MANUAL is selected, place the cursor on SPD and press
ENTER. Enter the manual speed using the numeric data
keypad, then press E SENC to input the desired speed.
(Note: Set and drift may be entered manually if known using the SET and
DRIFT keys as for entering a manual speed input.)
i) Set the display range to 24 miles by pressing the RANGE
+ or - keys.
j) Adjust the GAIN control to give a light speckled background
noise just visible on the screen.
A gain bar graph is provided at the upper left of the operating
screen to indicate the setting of the gain control. This should
normally be 5 to 7 divisions on the bar graph.
k) Tune the receiver unit by placing the trackball cursor on AUTO
(if in auto tune mode) and pressing ENTER on the control
panel. Place the trackball cursor on TUNE and press ENTER
again.
Use the trackball to adjust the tune for maximum target
definition or bar graph indication in the absence of any targets
on the radar screen.
Auto tune mode can be reactivated by placing the trackball
cursor over AUTO again and pressing ENTER.
l) Readjust the GAIN if required.
Presentation Mode
Relative Motion (RM)
This is the default mode of operation activated when the radar is turned on.
There are three displays available in relative motion:
Head-up Unstabilised
Course-up Compass-stabilised relative to
ship’s intended course
North-up Compass-stabilised with
reference to north
Deck Operating Manual
North-up (NUP) mode defaults ON when the radar display is powered up.
In order to switch between the above displays press 5 COURSE-UP to select
Course Up, 8 NUP HUP to return to North-Up and 8 NUP HUP again to
change to Head-Up display.
True Motion (TM)
North-up Ground or sea stabilised with
compass and speed inputs.
True motion, North-up mode is selected by pressing 7 TM RM on the control
panel. Press 7 TM RM to return to the relative motion mode.
Pulse Width
The pulse width pull down menu allows for the selection of the desired
transmitter pulse width. Place the trackball cursor over the desired pulse width
circle (short, medium 1, medium 2 or long) and press ENTER to change.
It is not possible for all pulse widths to be selectable at certain ranges. In this
case the pulse width will be greyed out and not accessible.
(Note: Use of long pulse improves target reception, but also increases clutter
returns. Use of short pulse decreases reception of weaker targets, but
also clutter decreases resulting in better target detection.)
Sea Clutter
In rough weather conditions, returns from the sea surface are received over
several miles around the vessel and can mask close targets. This situation
can be improved by correct adjustment of the SEA (Anti-Clutter Sea) control
turned clockwise (for maximum effect) or counter-clockwise as required.
The effect of the SEA control is greatest at short range, the effects becoming
progressively less as the range increases. The sea control has the effect of
suppressing returning radar signals reflected back from the sea, but should
be used with extreme caution as it can also mask out weak return echoes
from small targets.
The SEA control is supplied with a bar graph marker to indicate the position
of the sea control knob.
(Note: The SEA control when adjusted should be left for at least 3 complete
scans of the radar in order to view the full effect of the new setting.)

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 Johannes Mærsk
Rain Clutter
In adverse weather conditions clouds, rain or snow produce spray-like
spurious echoes which impair target detection over a long distance. This
situation can be improved using the RAIN R control turned clockwise (for
maximum effect) or counter-clockwise as required.
The effect of the RAIN R control is to suppress the returning radar signals
so that strong target return echoes can still be detected on the display while
the weaker rain water reflections are diminished. Again as with the SEA
control function the RAIN R control should be used with extreme caution
as it can also mask out weak return echoes from small targets reducing
their detectability.
The RAIN R control is supplied with a bar graph marker to indicate the
position of the rain rate control knob.
(Note: The RAIN R control when adjusted should be left for at least three
complete scans of the radar in order to view the full effect of the
new setting.)
FTC Control
The FTC control performs differentiating, or filtering of rain clutter. By
increasing the FTC control weaker target returns will reappear and stronger
returns will begin to reduce in apparent area.
Placing the trackball cursor on FTC and pressing ENTER activates the FTC
control. FTC can then be increased or decreased by rotating the trackball
accordingly.
The FTC control is visually displayed with a bar graph marker to indicate
the amount of FTC in use.
(Note: The FTC control when adjusted should be left for at least three
complete scans of the radar in order to view the full effect of the
new setting.)
EBL/VRM
There are two electronic bearing lines and variable range markers built into
the radar unit: EBL1/VRM1 and EBL2/VRM2.
EBL1/VRM1 when activated allows rapid range and bearing measurements
between own ship and radar target. To activate EBL1/VRM1:
a) Press the MENU button on the control panel and the radar area
pop-up menu appears.
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b) Move the trackball cursor over EBL1/VRM1 and press
ENTER.
The EBL will change in bearing and the Variable Range Marker
(VRM) will change in range with the rotation of the trackball.
c) Fix the EBL1 in bearing and VRM1 in range by moving the
EBL1/VRM1 cursor to the desired location using the trackball
and pressing ENTER when completed.
EBL1/VRM1 can be cancelled by selecting EBL1/VRM1 on the trackball and
pressing ENTER, then CNCL.
Additionally EBL1 and VRM1 can be individually selected with the EBL1
BRG and VRM1 buttons on the lower part of the radar display as follows:
a) Move the trackball cursor over EBL1 BRG and press ENTER.
EBL1 is activated and EBL1 displayed on the lower left of
the radar display.
b) When the desired bearing is obtained using the trackball cursor
for EBL1 press ENTER on the control panel. EBL1 is then
fixed in position.
c) Turn the EBL1 off by moving the trackball cursor over EBL1
BRG and pressing ENTER, then CNCL on the panel.
VRM1 can be set in a similar way to the EBL1 BRG above by selecting
VRM1 on the lower section of the screen instead of EBL1 BRG.
EBL2 BRG provides the means to measure the bearing between the operator’s
own ship and any point on the radar display and when used in conjunction
with EBL2 ORG allows the bearing to be measured between any two points
on the radar screen. To activate EBL2 BRG:
a) Move the trackball cursor over EBL2 BRG and press ENTER.
EBL2 is activated and EBL2 displayed on the lower left of
the radar display.
b) When the desired bearing is obtained using the trackball cursor
for EBL2 press ENTER on the control panel. EBL2 is then
fixed in position.
In order to offset the bearing line to measure any two points on the radar
screen:
a) Move the trackball cursor over EBL2 ORG and press ENTER.
The EBL2 origin is freed from own ship and any movement
of the trackball causes the EBL2 origin to change in bearing
and range from own ship.
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Deck Operating Manual
b) Move the trackball cursor to the desired position on the radar
display and press ENTER on the control panel. EBL2 is then
fixed in range from own ship’s position
c) Turn the EBL2 off by moving the trackball cursor over EBL2
BRG and pressing ENTER, then CNCL on the panel.
VRM2 can be set in a similar way to VRM1 above by selecting VRM2 instead
of VRM1 on the lower section of the screen.
VRM1 and VRM2 can be cancelled by selecting VRM1 or VRM2 on the
trackball and pressing ENTER, then CNCL.
OFFSET
The OFFSET function enables the operator’s own ship to be offset by up
to 70% in any direction on the display. Press the MENU key on the control
panel and the radar area pop-up menu appears. Move the trackball cursor
over OFFSET and press ENTER. The trackball can then be used to offset
the picture in any direction. Press ENTER again to fix the origin of the ship
to that point on the screen.
Own ship offset can be cancelled and reset to the centre of the display screen
by pressing 1 DISPLAY CENTRE on the control panel.
True Marks
Up to 125 true points are available for true mark points and/or nav line points.
True marks are selected from the pop-up menu and can be used to identify
targets or points of interest.
a) Press MENU on the control panel and highlight TRUE MARKS
with the trackball cursor.
b) Press ENTER.
c) Use the trackball to position the cursor symbol to the point of
interest and press ENTER to fix the marker on the display.
To cancel true marks:
a) Access the radar area pop-up menu by pressing the MENU
button.
b) Position the trackball cursor over TRUE MARKS and press
ENTER again.
c) Use the trackball to then position the cursor symbol over the
true mark to be cancelled and press CNCL.
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 Johannes Mærsk Deck Operating Manual
d) Exit true marks by pressing MENU, then CNCL or 3 ACQUIRE c) Press ENTER. Manual Plotting
on the control panel. The ARPA radar has the added facility to allow for manual plotting of up
d) Use the trackball to position the cursor symbol over the target to 10 targets and have the computer calculate target information. Targets can
plotted in a) and press ENTER on the control panel. be acquired as follows:
Nav Lines
Nav lines are selected in a similar way to true marks from the pop-up The reference target course and speed are then displayed and the GRND REF a) Position the trackball cursor over MAIN and press ENTER on
menu: box is marked with an X on the display. the control panel. The main function display page appears.
a) Press MENU on the control panel and highlight NAVLINES Own ship’s true course and speed made good is displayed in the CMG and b) Position the cursor over MANUAL PLOT and press ENTER
with the trackball cursor. speed data read outs. on the control panel.
b) Press ENTER. To turn off the ref target: c) Press ENTER again and the plot identifier symbol is copied
to the cursor.
c) Use the trackball to position the cursor symbol at the start point a) Place the cursor on the speed source button and press ENTER
of the line to be drawn and press ENTER to draw the line. on the control panel. The speed source pull-down menu will d) Position the trackball cursor over the desired target and press
now appear. ENTER. The plot identifier symbol is transferred to the target
If a new leg of the same line is desired from this point, repeat the above
of interest from the cursor.
sequence. b) Place the cursor over GRND REF and press ENTER on the
control panel. When new plots are entered the next available plot identifier symbol will
d) When the end point of the line is reached press CNCL on
automatically be selected.
the display. The X is removed from the GRND REF box and the ref target feature is
turned off. e) Press ENTER and the next available plot identifier symbol will
If additional nav lines are required the above procedure can be repeated until
be copied to the cursor.
up to 124 nav lines have been used. To cancel a target reference:
f) Position the trackball cursor over the desired target and press
To cancel the nav line: a) Access the radar area pop-up menu by pressing the MENU ENTER. The plot identifier symbol is transferred to the target
button. of interest from the cursor.
a) Access the radar area pop-up menu by pressing the MENU
button. b) Position the trackball cursor over REF TARGET and press
ENTER again. Updating a Plot
b) Position the trackball cursor over NAV LINES and press In order for the computer to obtain target speed and direction, a second target
ENTER again. c) Use the trackball to position the cursor symbol over the position must be plotted.
reference to be removed and press CNCL.
c) Use the trackball to position the cursor symbol over the nav a) Position the trackball cursor over the desired plot identifier.
line to be removed and press CNCL.
Basic ARPA Functions
b) Press ENTER to copy the original target identifier to the
d) Exit nav lines mode by pressing MENU and CNCL, or 3 cursor.
Automatic Plotting
ACQUIRE on the control panel.
The ARPA unit is provided with the facility to track up to 40 targets at any one
c) Position the trackball cursor and identifier over the target’s
time. Targets can be acquired and information obtained as follows:
REF Target present position and press ENTER.
This feature permits a reference target to be tracked in order to correct own a) Position the trackball cursor over the target and press ENTER
d) A vector indicating the calculated course and speed of the target
ship’s course and speed error due to set and drift. on the control panel.
will appear from the last entered position of the target.
a) Place the cursor over a suitable stationary target to be tracked b) Position the cursor over the acquired target and press ENTER
e) Repeat the above steps as often as required to update a target.
and press ENTER on the control panel to plot the target. on the control panel to obtain the target information displayed.
The display will show up to four past plot points. Any new points added will
b) Press MENU on the control panel and highlight REF TARGET
delete the first point shown.
with the trackball cursor.

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 Johannes Mærsk
Correcting a Plot Point
a) Position the trackball cursor over the incorrect plot point.
b) Press CNCL. The plot point and the previous plot history
disappears and the plot identifier is copied in the cursor.
c) Position the trackball cursor to place the identifier over the
correct position and press ENTER on the control panel. The new
plot and corrected vector are positioned at the corrected point.
Cancelling a Plot
a) Position the trackball cursor over the plot history identifier.
• Interference reject (IR) or search and rescue transponder
(SART) selections
• Performance monitor (PER MON) ON/OFF switch
• Trial manoeuvre ON/OFF, trial CMG and trial SPD buttons
• Manual plot ON/OFF switch
• Index line set up
When the radar is first powered up the main function display page appears
automatically. This can be accessed from the ARPA or maps function display
page by positioning the trackball cursor over the MAIN button and pressing
ENTER on the control panel.
Exclusion Zone Set Up
Deck Operating Manual
j) If it is necessary to delay the display of acquired targets until 6
antenna revolutions have been completed position the trackball
cursor over the radio button O adjacent to 6 scans and press
ENTER on the control panel.
k) Return to the main menu by positioning the trackball cursor on
EXIT and pressing ENTER on the control panel.
l) To activate and deactivate the auto acquire function position
the trackball cursor over AUTO ACQUIRE and press ENTER
on the control panel.

b) Press CNCL twice. The plot point and the previous plot history
disappears and the plot identifier is removed from the cursor.
c) Press CNCL a third time to complete the operation.
Cancelling ALL Plots
a) Position the trackball cursor over ARPA and press ENTER.
The ARPA function display page appears.
b) Position the trackball cursor over CNCL ALL PLOTS and press
ENTER on the control panel.
c) Position the trackball cursor over YES and press ENTER.
All plots will now be cancelled. Placing the cursor over NO
cancels the function.
Designate TGT
This function is used to display target data information and is only available
on the range scales between 0.25 and 24 nm.
By positioning the trackball cursor over the designated target and pressing
ENTER twice, that target data can be used to designate a target plot mark or
true mark in order to obtain a data read out.
A designate target can be cancelled by positioning the trackball cursor over the
designated target and pressing CNCL. The symbol data will be removed.
Main Function Display Page
The main menu provides the operator with the following features:
• Auto acquisition for ARPA unit
• Curved heading line (HL) set up
Auto Acquire Set-Up
The auto acquisition function enables the automatic acquisition of targets
within an area of either 0.25 to 20 nm, or 3 to 6 nm from own ship.
Three exclusion areas can be established to block acquisition of false echoes,
reflections and land masses. This function is available between ranges 0.25
to 24 nm inclusively.
a) Set the radar range switch to a suitable desired range scale
where the outer zone will be set.
b) Increase the intensity of the rings (if required) by positioning
the trackball cursor over SET UP and pressing ENTER on
the control panel.
c) From the set up menu set the ARPA data brilliance to the
desired intensity.
d) Exit ARPA data by pressing ENTER or CNCL on the control
panel.
e) Position the trackball cursor on SET UP and press ENTER on
the control panel. The set up menu will appear.
f) Position the trackball cursor on OUTER RING and press
ENTER on the control panel.
g) Position the trackball cursor to define the desired range of the
outer auto acquisition ring and press ENTER.
h) Position the trackball cursor on INNER RING and press
ENTER on the control panel. The cursor will change to AUTO
ACQ O.
i) Position the trackball cursor to define the desired range of the
inner auto acquisition ring and press ENTER.
a) Position the trackball cursor on SET UP and press ENTER on
the control panel. The set up menu will appear.
b) Position the trackball cursor over EXCLUSION SECTORS
and press ENTER on the control panel. The cursor read out
will change to AUTO ACQ O and a cursor symbol will appear
between the inner and outer ring of the display.
c) Position the trackball cursor at the start point of the desired
exclusion zone and press ENTER.
d) Position the trackball cursor at the end point of the desired
exclusion zone and press ENTER
(Note: The exclusion zone must be at least 5° in bearing distance.)
The above procedure can be repeated until a maximum of three exclusion
zones have been created.
e) Return to the main menu and activate the exclusion zones by
positioning the trackball cursor on EXIT and pressing ENTER
on the control panel.
Cancelling an Exclusion Zone
a) Position the trackball cursor over EXCLUSION SECTORS and
press ENTER on the control panel.
b) Position the trackball cursor over an exclusion zone boundary
to be cancelled and press CNCL. The selected exclusion zone
will be cancelled.
c) Return to the main menu by positioning the trackball cursor
over EXIT and press ENTER.

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 Johannes Mærsk
Curved Heading Line (HL)
The curved heading line feature aides the operator in planning and monitoring
own ship turns in narrow waters and allows the operator to set up the turn
radius, final course and lane width of the desired turn.
The operator can enter an active turn which will be displayed as a curved
heading line. When the turn is initiated, the heading line becomes a route line.
The radar will display any active or pending turn on the screen so that the
operator can monitor the ship’s progress along the planned route.
a) Position the trackball cursor over CURVED HL SET UP and
press ENTER on the control panel. The curved HL set up
menu appears.
b) Position the trackball cursor over ACTIVE and press ENTER
on the control panel. Enter the desired curve HL radius distance
using the data entry keypad and press E SENC.
c) Position the trackball cursor over FINAL CSE and press
ENTER on the control panel. Enter the desired final course
using the data entry keypad and press E SENC.
d) Position the trackball cursor over LANE WIDTH and press
ENTER on the control panel. Enter the desired lane width in
meters using the data entry keypad and press E SENC.
e) Position the trackball cursor over ACCEPT and press ENTER
on the control panel. A curved heading line with the projected
course change appears attached to own ship.
f) When it is required to implement the course change and steer
the vessel following the curved heading line, position the
trackball cursor over START and press ENTER on the control
panel to start the active turn.
The curved heading line is now ground stabilised and attached to the radar
map. If own ship is out of the lane parameters set as lane width, an OFF
COURSE visual warning appears flashing in the warnings area.
If a further course change is anticipated, the above procedure should be
repeated to define the anticipated course change using pending turn set up.
Input the turn radius, final course and lane width. Position the trackball cursor
over ACCEPT and press ENTER on the control panel. A curved heading line
with the projected course change is attached to own ship.
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Interference Rejection (IR)
The IR facility is designed to minimise any interference from other radio
sources and automatically defaults to ON during radar start-up.
It may become necessary to deactivate the IR button in order to enhance
detection of some RACON marks.
a) Position the trackball marker over the OFF radio button O and
press ENTER on the control panel.
b) To turn on the IR facility, position the trackball marker over the
ON radio button O and press ENTER on the control panel.
Search and Rescue Transponder (SART)
The SART facility is designed to enhance the detection of search and rescue
transponders and automatically defaults to off during radar start-up.
a) Position the trackball cursor over the SART button and press
ENTER on the control panel. The SART facility will be turned
on.
(Note: When the SART function is activated, the IR function automatically
deactivates.)
b) Position the trackball cursor over the IR button and press
ENTER on the control panel. The SART facility will be turned
off and the IR function reactivated.
Performance Monitor
The PMU provides a transmitter power check and a receiver sensitivity check.
When targets are not available the PMU can also be used for manual tuning of
the radar to ensure maximum radar performance at all times.
Position the trackball cursor over the PERF MON button and press ENTER on
the control panel. This will toggle the performance monitor function on or off
and displays the PMU legend in the lower left of the display.
Viewing the PMU Response Display
a) Set the radar to TX ON.
b) Select 6, 12 or 24 nm range scale.
(Note: The PMU will not give true results with the radar set to short pulse.)
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Deck Operating Manual
c) Activate the performance monitor by positioning the cursor
over PERF MON and press ENTER on the control panel. The
PMU legend is displayed in the lower left of the display screen
indicating that the PMU is active.
d) Set the RAIN/FTC and SEA controls to off.
e) Press 8 HUP NUP on the control panel to select head up mode.
f) Adjust the GAIN control for a light speckled background.
g) Position the trackball cursor over AUTO and press ENTER
on the control panel to deactivate the auto tune function. The
AUTO button will be displayed.
h) Position the trackball cursor over TUNE and press ENTER on
the control panel to enter manual tuning.
i) Use the trackball to adjust the tuning for maximum PMU
effect.
j) Position the trackball cursor over TUNE and press ENTER on
the control panel to activate the auto tune function. Readjust
the GAIN as required.
Transmission of the PMU display appears as a series of arcs which are
approximately 60 to 90° in width, separated by 1/3 mile intervals. The first
of these arcs appears at 1/3 mile and subsequent arcs occur for approximately
6 miles.
The PMU display arcs appear from about 135 to 225°. The width of the
display arcs is a measure of the transmitted power. If the width decreases
between observations, the transmitted power has decreased. When the width
decreases down to the CALIBRATION width, transmitted power is down
about 3dB and service is required.
Trial
The trial manoeuvre feature allows the operator to see the results of possible
changes in own ship’s speed and/or course without committing the ship to
the actual manoeuvre.
When the trial manoeuvre function is on, a large letter T appears flashing
at the bottom of the display to remind the operator that the radar is in trial
manoeuvre mode.
When altering course under trial manoeuvre, the trial heading is indicated by
a yellow dashed line originating from own ship.
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 Johannes Mærsk
(Note: If true vectors are selected, own ship’s vector will reflect any set
and drift inputs. Data for targets which are being plotted will be in
reference to the trial heading and speed.)
WARNING
If a target should become dangerous with own ship’s actual heading and
speed, the warning NEW DANGER will be displayed above the T in
the radar display area.
Initiating a Trial Manoeuvre
a) Position the trackball cursor over TRIAL and press ENTER on
the control panel. Own ship’s current course, CMG and speed,
SPD are displayed.
b) Position the cursor on CMG and press ENTER on the control
panel. Enter the desired trial course using the trackball cursor
and press ENTER.
c) Position the cursor on SPD and press ENTER on the control
panel. Enter the desired trial speed using the trackball cursor
and press ENTER.
d) Cancel the trial manoeuvre by placing the trackball cursor over
TRIAL and press CNCL.
Index Line Set-Up
Index lines are used when in the H UP or gyro stabilised North up or
Course up modes of operation. Index lines are range dependent and are
fixed to own ship.
a) Position the trackball cursor over index line SET-UP and press
ENTER on the control panel. The line set up menu appears.
b) Position the cursor on LINE1BRG and press ENTER on the
control panel. A line is drawn through own ship’s position to
the edges of the bearing display.
c) Using the trackball cursor set the required line 1 bearing and
press ENTER when confirmed.
d) Position the trackball cursor on LINE1BRG and press ENTER
on the control panel.
e) Again using the trackball cursor move the bearing line to the
required location on the display and press ENTER when set.
f) Position the trackball cursor over LINE2BRG and press ENTER
on the control panel. A line is drawn through own ship’s
position to the edges of the bearing display.
g) Using the trackball cursor set the required line 2 bearing and
press ENTER when confirmed.
h) Again using the trackball cursor move the bearing line to the
required location on the display and press ENTER when set.
i) In order to cancel the index lines select either LINE1BRG,
LINE2BRG, LINE1RNG or LINE2RNG and press ENTER.
ARPA Function Display Page
The ARPA function display page is selected by positioning the trackball
cursor over ARPA located in the lower right corner of the screen and pressing
ENTER on the control panel.
Collision Assessment (CPA and TCPA)
Collision assessment set up allows the operator to change safe limit settings
on Closest Point of Approach (CPA) and Time to Closest Point of Approach
(TCPA).
CPA and TCPA inputs establish the safe limits for the dangerous target
warning. Upon power up or system reset the CPA limit is set to 3 nm and
the TCPA limit set to 28 minutes.
Plotted targets that violate BOTH CPA and TCPA limits are considered
dangerous targets and are marked on the radar display with a flashing symbol
and a DANGER TGT warning is shown in the WARNINGS area.
CPA Safe Limits
a) Position the trackball cursor over SET UP adjacent to CPA and
TCPA and press ENTER on the control panel. The collision
set up menu appears.
b) Position the trackball cursor over CPA and press ENTER on
the control panel.
c) Enter the desired CPA limit using the numeric data entry
keypad and press ENTER. A range limit between 0 to 10 nm
is available.
Deck Operating Manual
TCPA Safe Limits
a) Position the trackball cursor over SET UP adjacent to CPA and
TCPA and press ENTER on the control panel. The collision
set up menu appears.
b) Position the trackball cursor over TCPA and press ENTER on
the control panel.
c) Enter the desired TCPA limit using the numeric data entry
keypad and press ENTER. A time limit between 0 to 99.999
minutes is available.
Cancel All Plots
a) Position the trackball cursor over CNCL ALL PLOTS and press
ENTER on the control panel. Cancel all plots acknowledgement
menu appears.
b) Position the trackball cursor over YES and press ENTER on
the control panel to cancel all plots.
c) Position the trackball cursor over NO and press ENTER on the
control panel to exit the cancel all plots.
Target History
The target history function provides five past true positions of plotted targets.
The standard (2 minute) time period is displayed in the target history set up
menu. The operator may select history times between 1 and 6 minutes.
a) Position the trackball cursor over SET UP adjacent to TGT
HISTORY and press ENTER on the control panel. The target
history set-up menu appears displaying the current trail status.
b) In order to change the time interval position the trackball cursor
over TRAIL TIME and press ENTER on the control panel.
c) Enter the desired time interval in minutes using the numeric
data entry keypad and press E SENC. The entered value
(between 1 and 6 minutes) appears in the time block.
d) Return to the ARPA menu by positioning the trackball cursor
EXIT and press ENTER on the control panel.
e) In order to activate and deactivate the target history function
position the trackball cursor over TGT HISTORY and press
ENTER on the control panel.

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 Johannes Mærsk Deck Operating Manual
Maps Function Display Page Creating a Map by Lat/Lon e) Use the trackball cursor to move the point of the new line to
The maps function display page allows the operator to create and permanently Line points may be entered directly using the numeric data entry keys. a new location and press ENTER on the control panel to fix
store maps. A map is formed by adding nav line and true mark symbols This method could be used when extracting latitude and longitude data the position of the point.
together at selected positions on the display. directly from the nautical chart or Ships Routeing and entering the data
on the display. f) Press CNCL when completed and place the trackball cursor on
The map function page can be selected by positioning the trackball cursor EXIT to return to the EDIT LINES menu.
over MAPS in the right hand corner of the display screen and pressing a) Position the trackball cursor over EDIT LINES and press
ENTER on the control panel. ENTER on the control panel. Moving a line by Lat and Lon:

b) Position the trackball cursor over ENTER LAT/LON and press a) Position the trackball cursor over MOVE POINT on the edit
EDIT CTRL Menu ENTER on the control panel. control menu and press ENTER on the control panel.
Creating a Stabilised Map
c) Position the trackball cursor on the radio button O adjacent b) Position the trackball cursor over BY LAT/LON of the move
If a map is to be created that is outside of the ARPA range i.e. above 24 nm, line point menu and press ENTER on the control panel.
to the desired line style required and press ENTER on the
select MANUAL position and enter a new own ship’s position within 24 nm
control panel.
of where the map is to be drawn. c) The point selected defaults to point 1. Place the trackball cursor
d) Enter the points latitude and press E SENC on the control on the down arrow and press ENTER on the control panel to
Creating a map by cursor toggle through the available points.
panel. The +/- VECTOR MODE key toggles between N/S.
a) Position the trackball cursor over EDIT LINES and press d) When the desired point to be moved has been located, enter the
ENTER on the control panel. latitude of the points new location using the numeric keypad.
e) Enter the points longitude and press E SENC on the control
panel. The +/- VECTOR MODE key toggles between E/W. Use the +/- VECTOR MODE key to change hemispheres and
b) Position the trackball cursor on the radio button O adjacent press E SENC on the control panel. The point is moved to the
to the desired line style required and press ENTER on the new location and fixed to the radar map.
control panel.
f) Continue to enter the points at the desired latitude and longitude
locations until all the desired points have been input. e) Position the trackball cursor over EXIT when completed and
c) Press MENU on the control panel. The radar area pop-up press ENTER to return to the EDIT LINES menu.
menu appears.
g) Return to the map function display page by placing the trackball
cursor over EXIT and press ENTER on the control panel. Map CTRL Menu
d) Move the trackball to highlight NAV LINES and press ENTER
on the control panel. Erase Displayed Map
Moving a Line Point
e) Position the trackball cursor at the start point of the line to The map presented on the screen is always in temporary storage. In order to
Two methods exist for moving a line point; either by cursor or by latitude draw a new map the displayed map must be erased.
be drawn and press ENTER. Use the trackball to draw the and longitude.
required line.
a) Position the trackball cursor over MAP CTRL and press
Moving a line by cursor: ENTER on the control panel.
f) Press ENTER when the desired line has been created on the
display. a) Position the trackball cursor over EDIT LINES menu and press b) Position the trackball cursor over ERASE DISPLAYED MAP
ENTER on the control panel. and press ENTER on the control panel. The erase display map
If a new leg of the same line is required from this point repeat above steps e)
and f) until all the required legs have been created. acknowledgement menu appears.
b) Position the trackball cursor over MOVE POINT on the edit
control menu and press ENTER on the control panel. c) Position the trackball cursor over YES and press ENTER on
g) Press CNCL to end the line.
the control panel to erase the displayed map. Place the trackball
c) Position the trackball cursor over BY CURSOR of the move cursor over NO and press ENTER to cancel the erase of the
h) If it is required to cancel the nav lines function, press ENTER, line point menu and press ENTER on the control panel.
then CNCL on the control panel, or press 3 ACQUIRE to displayed map.
provide the default cursor. d) Position the trackball cursor over the desired point to be moved d) Return to the map display page by placing the trackball cursor
and press ENTER. over EXIT and pressing ENTER on the control panel.

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 Johannes Mærsk
Adjusting a Map
The map adjust feature allows the operator to correct the positioning of the
map with a known fixed target on the radar display.
a) Position the trackball cursor over SELECT adjacent to MAP
CTRL and press ENTER on the control panel. The map control
menu will appear.
b) Adjust the map by positioning the trackball cursor over
ADJUST and press ENTER on the control panel. The move
points, rotate points menu will appear.
c) Position the trackball cursor over MOVE ALL TRUE POINTS
or MOVE ALL INDEX POINTS and press ENTER on the
control panel.
d) Use the trackball cursor to position the map at the desired
location on the radar display and press ENTER on the control
panel when completed. An audible alarm will sound and FIX
ACTIVE will appear in the warning area. The FIX ACTIVE
warning remains as a non flashing red legend in the warnings
area until ALARM ACKNOWLEDGEMENT is pressed.
e) In order to continue displaying the map as viewed with respect
to own ship’s LAT/LON position, store the presentation as a
map (as described later).
f) To cancel the adjust function position the trackball cursor over
CANCEL FIX and press ENTER on the control panel.
g) Return to the map CTRL menu by positioning the trackball
cursor over EXIT and pressing ENTER on the control panel.
Rotating All Index Lines
As index lines are stabilised in true azimuth, but fixed to own ship in range,
when own ship changes course the index lines on a map do not change in true
bearing, but will change in relative bearing. If it is required to keep the relative
bearing relationship the same, then these lines must be rotated.
a) Position the trackball cursor over SELECT adjacent to MAP
CTRL and press ENTER on the control panel. The map control
menu appears.
b) Position the trackball cursor over ADJUST and press ENTER
on the control panel.
c) Position the trackball cursor over ROTATE INDEX PTS and
press ENTER on the control panel.
Issue: 1
Menu
(Note: All index points will now rotate and follow the cursor, but the range
of the index lines remain constant with relation to own ship.)
d) Press ENTER on the control panel to position the index points.
Displaying Selected Symbol
When a map is retrieved LOAD MAP, or when the MAP CTRL menu is
called up, all symbols TRUE LINES, TRUE MARKS and INDEX LINES are
active. The operator may temporarily turn off any group using the following
procedure:
a) Position the trackball cursor over SELECT adjacent to MAP
CTRL and press ENTER on the control panel. The map control
menu will appear.
b) Position the trackball cursor over the box adjacent to the
symbol to be turned on or off and press ENTER on the control
panel. When the symbol is turned off the X in the box adjacent
to the symbol is removed.
Load Map Menu
The LOAD MAP selection provides the operator with the method of
displaying a local map (within 24 nm radius of own ship) or distant map
(greater then 24 nm radius of own ship). Both maps stored internally and on
the navcard (PCMCIA slot) can be accessed.
When the load map menu is selected, LOCAL and INTERNAL button
selection will be the default.
a) The distance map may be selected by positioning the trackball
cursor over LOCAL and pressing ENTER to activate the
LOCAL/DISTANT selection menu.
b) Position the trackball cursor over DISTANT and press ENTER
on the control panel.
c) The map selection can be changed back to LOCAL by placing
the trackball cursor over LOCAL and pressing ENTER on the
control panel again.
Loading a Local Map
(Note: Before attempting to retrieve a local map, ensure that the display has
own ship’s present position entered.)
a) Position the trackball cursor over LOAD MAP and press
ENTER on the control panel. The load map menu with LOCAL
map selection will appear and a list of all local maps stored
internally are available in the scroll box.
Next Prev Print
Deck Operating Manual
b) Select the source of data by placing the trackball cursor on
INTERNAL. The INTERNAL/NAVCARD selection menu will
appear.
c) Place the trackball cursor on INTERNAL or NAVCARD radio
button O and select the source by pressing ENTER on the
control panel.
d) Position the trackball cursor on the desired map name and
press ENTER on the control panel to select the map to be
retrieved.
e) Position the trackball cursor over LOAD SELECTED MAP
and press ENTER on the control panel.
(Note: If a local map does not appear on the screen when retrieved, increase
the range scale to 24 nm.)
Loading a Distant Map
(Note: Before attempting to retrieve a distant map, ensure that the display
has own ship’s present position entered.)
a) Position the trackball cursor over MAP CTRL and press
ENTER on the control panel. The load map menu will appear.
b) Position the trackball cursor over LOCAL type map and press
ENTER on the control panel.
c) Position the trackball cursor over the radio button O adjacent to
DISTANT and press ENTER on the control panel.
d) Select the source of data by placing the trackball cursor on
INTERNAL. The INTERNAL/NAVCARD selection menu will
appear.
e) Place the trackball cursor on INTERNAL or NAVCARD radio
button O and select the source by pressing ENTER on the
control panel. The maps available on the source of data are
now shown in the scroll box.
f) Position the trackball cursor on the desired map name and
press ENTER on the control panel to select the map to be
retrieved.
g) Position the trackball cursor over LOAD SELECTED MAP
and press ENTER on the control panel.
7.2 Integrated Navigation System - Page 13 of 22
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 Johannes Mærsk
(Note: Retrieving a distant map allows distant maps to be viewed
independently of own ship’s position. Maps are normally displayed
in their true LAT/LON position. The maps are forced to be centred
around own ship’s position for display and can be repositioned as
required.)
h) In order to continue viewing a distant map the presentation
must be stored by selecting store map.
(Note: Saving a distant map will store that map at own ship’s present
position. To save the distant map to the original location, use the
manual input from own ship’s position sensor menu and manually
enter own ship’s position as a read out as the map centre.)
i) In order to cancel the load map menu, position the trackball
cursor over EXIT and press ENTER on the control panel.
Repositioning Local or Distant Map
A local or distant map can be adjusted by repositioning all the true points
on the map using the trackball. If the map is stored, it is saved as viewed,
centred on own ship’s position.
EDIT MARKS Menu
Creating a True Mark
a) Position the trackball cursor over the TRUE MARKS menu
and press ENTER on the control panel. The edit true marks
menu will now appear.
b) Position the trackball cursor on ADD TRUE MARK and press
ENTER on the control panel. The true mark lat/lon entry menu
is displayed.
c) Enter the marks latitude and press E SENC on the control
panel. The +/- VECTOR MODE key toggles between N/S.
d) Enter the marks longitude and press E SENC on the control
panel. The +/- VECTOR MODE key toggles between E/W.
e) Return to the true marks menu by placing the trackball cursor
over EXIT and press ENTER on the control panel.
Deleting a True Mark
a) Position the trackball cursor over the TRUE MARKS menu
and press ENTER on the control panel. The edit true marks
menu will now appear.
Issue: 1
Menu
b) Position the trackball cursor on DELETE TRUE MARK and
pres ENTER on the control panel. The delete true mark menu
will now appear.
c) The mark selected defaults to point 1. Place the trackball cursor
on the DOWN arrow and press ENTER on the control panel to
toggle through the available marks.
d) Position the trackball cursor over the DELETE MARK and
press ENTER on the control panel. The delete mark dialog
box will now appear.
e) Position the trackball cursor over YES and press ENTER on the
control panel to delete the mark. Place the trackball cursor over
NO and press ENTER to cancel the delete of the mark
f) Return to the map function display page by placing the trackball
cursor over EXIT and press ENTER on the control panel.
Storing a Map in Permanent Storage
a) Position the trackball cursor over STORE MAP and press
ENTER on the control panel.
b) Position the trackball cursor over type LOCAL or DISTANT
maps and press ENTER on the control panel. The currently
installed maps (Internally or on Navcard as selected) for local
or distant are displayed in a scroll down block.
c) Position the trackball cursor over NAME. The alphanumeric
keypad appears.
d) Using the cursor select the alphanumeric characters for the
name of the new map. A maximum of eight characters can
be used.
(Note: To overwrite an existing map with the one presently displayed enter
the name of the map to be overwritten in the memory.)
e) Position the trackball cursor over EXIT and press ENTER on
the control panel.
f) Position the trackball cursor over STORE and press ENTER
on the control panel. While the map is being stored, a message
appears in the warnings area, SAVING MAP. When the map
has been saved the message changes to MAP SAVED then
disappears.
Next Prev Print
Deck Operating Manual
g) Cancel the store map function by placing the cursor over EXIT
and pressing ENTER on the control panel.
Deleting a Map from Permanent Storage
a) Position the trackball cursor over NAVCARD or INTERNAL
and press ENTER on the control panel to select source of
maps.
b) Position the trackball cursor on the desired map and press
ENTER on the control panel.
c) Position the trackball cursor over DELETE. The delete map
acknowledgement menu will appear.
d) Position the cursor over YES and press ENTER on the control
panel to delete the map. Place the trackball cursor over NO and
press ENTER to cancel the deletion of the map.
(Note: If the NAVCARD in the PCMCIA slot is write protected, a warning
‘Navcard is Write Protected’ will appear. To continue deletion remove
write protection from the navcard.)
Formatting the NAVCARD
a) Position the trackball cursor over FORMAT CARD and press
ENTER on the control panel. The format card acknowledgement
menu will appear.
b) Position the cursor over YES and press ENTER on the control
panel to format the card. Position the trackball cursor over NO
and press ENTER to cancel the formatting of the navcard.
(Note: If the NAVCARD in the PCMCIA slot is write protected, a warning
‘Navcard is Write Protected’ will appear. To continue formatting
remove write protection from the navcard.)
7.2 Integrated Navigation System - Page 14 of 22
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 Johannes Mærsk Deck Operating Manual
Illustration 7.2.2a ECDIS System Block Diagram

Planning Workstation
Port Chart Table

Printer CPU

047

Ethernet Cable

ECDIS
Display Unit
Port ARPA Starboard ARPA Pathfinder MK2
Display Unit Display Unit
Pathfinder MK2 Pathfinder MK2 Ethernet 11 5 9 30
2154
4587 500 00.034N
190 57.025W
WGS 64
DGPS
Gyro 1 1 . 0 0
(man)
GMG 1 3 . 7
(pos)
0

SMG 1 3 . 2 k t

Hub
11 2 4 11 5 4
Plain Speed 20.0Kt Next WP 2
30
11 5 4
1859
Plan CTS 70 Cht WOP 4.44nm
11 2 4
1068 Route 70 ETA
11 5 4 023
0 Ch limit 100m 31 Dec 01 08:09
147 300
11 5 4 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
11 5 4 Edition number 2

Internal
Last displayed update 000
Update issue date 19980203
1068
Last update appl. data 19980203

018
Projection Mercator
11 5 4 11 5 9
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
11 6 0 Magnetic var.
2584
11 4 9
11 5 6
11 3 9
11 8 0
0 o 0 o
RANGE 24 NM RINGS 4 NM BRG 183.3 T RNG 16:13 H:M HDG 200.5 o T GYRO RANGE 24 NM RINGS 4 NM BRG 183.3 T RNG 16:13 H:M HDG 200.5 o T GYRO 1758
Cursor
TUNE AUTO CURSOR ETA 13:14 H:M CMG 200.5 o T SEA STRB TUNE AUTO CURSOR ETA 13:14 H:M CMG 200.5 o T SEA STRB From own ship 3011.5nm 208.60
330 30 TTG 0:44 H:M 330 30 TTG 0:44 H:M 15007.174N 00503.011W
GAIN SPD 21.7 KT MANUAL GAIN SPD 21.7 KT MANUAL
RAINR N 21:05.06 SET 000.0 o T RAINR N 21:05.06 SET 000.0 o T 29.12.2001 05:53 UTC 29.12.2001 07:53 FLE Standard 1:5000 02.00
02.00

Ethernet Cable
SEA N 18:12.62 DRFT 0.0 KT SEA N 18:12.62 DRFT 0.0 KT
FTC N 21:21.20 GPS (4) FTC N 21:21.20 GPS (4)
LONG W 8:11.62 GPS LONG W 8:11.62 GPS
NUP 11:13 19/09/01 TIME NUP 11:13 19/09/01 TIME
60 60
RM 300 RM 300
TGT 1 PLT TGT 1 PLT
BRG 172.0 - oT BRG 172.0 - oT
RNG 18.76 - NM RNG 18.76 - NM
CSE 094.5 - oT CSE 094.5 - oT
TSPD 14.7 - KT TSPD 14.7 - KT
CPA 6.54 - NM CPA 6.54 - NM
TCPA -131 - MIN TCPA -131 - MIN
BCR -17.8 - NM BCR -17.8 - NM

ECDIS
270 90 BCT -6 - MIN 270 90 BCT -6 - MIN

048
240 120 240 120

UPS
IR IR

Interswitch
SYM ON SYM ON
FAST OFF FAST OFF
MASTER AUDIO ON MASTER AUDIO ON
XCVR1 3CM TRAILS LONG XCVR1 3CM TRAILS LONG

MATCH
210 150 --VECTORS-- 210 150 --VECTORS--
EBL1 BRG TRUE STD 24.0 MIN MAIN SET EBL1 BRG TRUE STD 24.0 MIN MAIN SET
EBL2 BRG ARPA UP MAPS EBL2 BRG ARPA UP MAPS
EBL2 ORG 180 VRM1 VRM2 EBL2 ORG 180 VRM1 VRM2

1500
COM COM COM COM Course Bus
4 5 1 2
10A

040

014

015

016
072103

072203
Auto Pilot
Dimmer Dimmer Dimmer Dimmer
10 10
DEGREE
PORT RUDDER ANGLE STBD

20 20

30 30
PORT % Rate of Turn STBD

Course
Control
ANSCHUTZ Repeater NAUTOPILOT
Course
Control
AC Power
230V Failure
Heading Heading
Gyro Track Gyro Track
Control Control
Magnet Magnet

Para- R.o.T. Para- R.o.T.

meter M a n u a l S t e e r i n g Tiller meter M a n u a l S t e e r i n g Tiller

Control
Preset
Set Course
Radius
R.o.T.
Control
Preset
Set Course
Radius
R.o.T.

To
Datamanager
Sensor External Sensor External

Limits Limits
Values Set Values Set

Display Display

Test Test

ANSCHUTZ
CourseRudder
Printer
ANSCHUTZ ANSCHUTZ
Steering Mode
Printer

1 2
BMCC ap Navigator MK10 DGPS Professional

GPS1
Professional DGPS Navigator

SNR 42 39 48 50 44 47
GPS STATUS
N
1
NAV
ABC
2
RTE
DEF
3
WPT
GHI
ap Navigator MK10 DGPS Professional

GPS1
Professional DGPS Navigator

SNR 42 39 48 50 44 47
GPS STATUS
N
1
NAV
ABC
2
RTE
DEF
3
WPT
GHI

50 50
21 4 5 6 21 4 5 6
12 12
40 PLOT TIDE AUX 40 PLOT TIDE AUX
Set Remote 18 JKL MNO PRQ 18 JKL MNO PRQ
26 26
Control 30
W
3
14
E
30
W
3
14
E
PRN 12 14 1 23 21 26 PRN 12 14 1 23 21 26
1 7 8 9 1 7 8 9
17 5 17 5
Used sats : 6
POS GPS DGPS Used sats : 6
POS GPS DGPS
STU VWX YZ STU VWX YZ
Print Date Time Conf. Visible sats : 11 Visible sats : 11
On/Off Time Feed Mode Available sats : 24 23 Available sats : 24 23
Elevation mask : 7.5° Elevation mask : 7.5°
S S
0 0
Test E CFG C E CFG C

DGPS DGPS
1 2

Issue: 1 7.2 Integrated Navigation System - Page 15 of 22

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 Johannes Mærsk
7.2.2 INTEGRATED NAVIGATIONAL SYSTEM
Maker: Raytheon Marine GmbH
Type: Pathfinder/ST ECDIS
General
The Pathfinder/ST Electronic Chart DISplay (ECDIS) is an integrated
navigation system incorporating electronic chart capabilities compliant with
IMO and other governing bodies.
The system combines information from electronic navigational sources
including ARPA, radar, positioning systems and echo sounders and integrates
the information into an easily interpreted visual display. The primary benefit is
to give the operator an instant overall view of the vessel’s present position in
relation to the vessel’s track and to navigate the vessel along a predetermined
route as required.
The Pathfinder/ST ECDIS consists of a bridge and chart planning station,
which can serve to provide different navigational functions during normal
routine operations.
The bridge station consists of a large high resolution colour monitor which
displays the electronic chart information together with the ship’s position,
heading and speed, intended course, current depth and other vessels or targets
acquired by the ARPA radar system.
The chart planning station is intended primarily for route planning and
monitoring and consists of a high resolution colour display and digital chart
table capable of handling multiple tasks simultaneously.
Track Plotter
Pathfinder/ST ECDIS positions the ship on the electronic chart using
information from the GPS or other positioning sensors, The ship symbol is
directional and is oriented according to the gyro heading. An optional heading
vector (an arrow) and searchlight (the cone shape) is displayed projecting
from the bow of the ship symbol.
Event Recorder
The Pathfinder/ST ECDIS event log stores an electronic record of information
including ship’s position, speed, heading, cross track error, weather conditions
and helm movements.
Issue: 1
Menu
Bridge Station
The bridge station consists of a large high definition monitor with control
functions accessed through a series of menu and tool bars at the top of
the display screen. To the right of the main display screen can be found
the brightness, contrast, degauss, reset and power controls which enable the
operator to select the most comfortable picture required. The right hand side
of the display screen contains the information panel (top) and message display
area (bottom) displaying all the navigational and ship status data available to
the operator together with any alarm messages that might have occurred.
Menu Bar
The menu bar located at the top of the display screen contains a number of
drop down title menus, which are each sub divided into further menus:
Main Menu
Printer Set Up
Allows selection and configuration of a printer.
Print
Prints the image on the screen, with optional heading labels; Ship position,
Waypoint bearing and Distance and/or Scale and Chart name.
Exit
Ends the session in the Pathfinder/ST ECDIS.
(Note: Do not exit from the system by turning off the computer. This may
cause plot data loss or may damage the system.)
Charts Menu
The Pathfinder/ST ECDIS is capable of supporting different types of chart
systems, from both private chart manufacturers as well as those from official
hydrographic agencies. The number of charts that can be installed is limited
only by the size of the system storage.
Goto S57 Chart, Goto ARCS Chart and Goto C-MAP
Toggles between ARCS, S57/C-MAP93/3 and C-MAP
Info/Select
Allows the operator to select and view the different charts available for the
world, or the currently displayed region.
Next Prev Print Exit
Deck Operating Manual
Digitisation
Allows the operator to digitise paper charts into the ECDIS system, using
the Calcomp Drawing Table III.
License
Opens the chart license administration window. The menu is subdivided
into 3 menus:
S57/C-MAP93/3, Primar and ARCS.
Installation
Opens the chart installation window. The menu is subdivided into 3 menus:
S57/C-MAP93/3, Primar and ARCS.
Updates
Installs update CD-ROMs into the chart database. The menu is subdivided
into 3 menus:
S57/C-MAP93/3, Primar and ARCS.
Options Menu
The options menu is dynamic, and changes with the chart system selected.
ARCS Options Menu
This menu is displayed when the ARCS charts are selected. ARCS means
Admiralty Raster Chart Service. This institution scans charts of the British
Admiralty (BA) in a raster-data-format. In such a manner scanned charts
are on CD-ROM as Raster Nautical Charts (RNCs) worldwide available.
Periodically the manufacturer ensures updated service of the ARCS charts. A
chart in a.m. raster data format is divided into pixels and then stored.
On the screen of the ECDIS these pixels will be displayed. In this way the
(paper) chart is displayed in total on the screen. As additional information
only the geographical coordinates are displayed (after selection by cursor) on
the information panel. Other typical chart information, such as buoys, light
beacons, wrecks or depth information can only be read out of the displayed
chart. The zoom-function is based on the scale of the ARCS chart.
ARCS Chart Information
Opens a dialog box with actual chart information (chart name, paper chart
issued, update information).
7.2 Integrated Navigation System - Page 16 of 22
 Johannes Mærsk Deck Operating Manual
Illustration 7.2.2b ECDIS Display

Main Charts ARCS Options Display Ship Routes Nav Tools Logs Integration Help
S57 STD
DSF Chart Name ARCS: 3134
ARCS
View Scale =.= =.= nm
Chart Scale 1:1 250 000 =.= nm

Steering Mode Heading Control

Position N 21 21.311
GPS1 Sats=6 W 18 11.578
740
232
128 CMG Speed WT Speed BT
75 174 203.0 deg 21.7 kts 22.0 kts
GPS Log GPS
289 338 475
274 Wind True North Drift Depth
64
219 90 deg =.= deg =.= m
80 460
12 212
301 192 3.0 kn =.= kts
523
750 Heading Gyro
434 311
7040 190 200 210

441 901
200.5
651
Turnrate o/min
730 90 60 30 30 60 90
1227 1086 1582
578
1336 < 2

1236 Pri Route ALGECIRAS-SANTOS Contrast Control

1536
Sec Route -------------------------------------------
380 1309
1024 XTD = m
0 010
Contrast
350 02 0
340 400 200 0 200 400
0 03 1525
33 0
1788 Left Track Right
0 04
32 0 1428 Waypoint To ===
1425 Track Crs
= ==.=== Brightness Control
05
0
31

= ==.=== ===.= deg

0

1606
06
0
30

Distance Radius TimeToGo

0

1659
=.= nm =.= nm ==.== hh.mm
0 70

1413
290

Brightness
080
28 0

1272 1244 1433 1559 Waypoint Next ===

= ==.=== Track Crs
Degauss Button
090
270

= ==.=== ===.= deg

1401 Degauss
LITC 10:28:17 Nov 01, 2001
260

100

1422 Local Time 10:28:17 Nov 01, 2001

250

110

1620
1132
24

951
12
0

1245 921
1578
23

0
13
0

22 0
0 14
21 0
0 15
20 0
190
16 0
1453
7585 768 Power
180 17 0
Power Button
21.4NM 073.7"TTG:001:00 Center Chart: N 12"69.924" E 46" 26.004" 0.00NM 000.0" TgtVect True/Gnd

Issue: 1 7.2 Integrated Navigation System - Page 17 of 22

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 Johannes Mærsk
ARCS View Chart Notes
Within this menu, ARCS chart notes of the currently loaded chart can be
selected and displayed. The chart notes are managed via a tree-like icon
directory.
ARCS Notices to Mariners
Displays preliminary (P) and temporary (T) corrections affecting the selected
chart.
ARCS Warnings
Displays navigational warnings affecting the selected chart.
ARCS Show Updates
Turns all installed updates for the selected chart on or off.
ARCS Indicate Updates
Indicates updates to the chart with overlays of red line squares.
ARCS Edit Alarm Objects
Adds point lines. Manual alarm capability can be assigned to these graphical
objects.
ARCS Edit Text Notes
Inserts, changes and deletes text notes in the chart.
S-57 Options Menu
This menu is displayed when S-57 charts are selected.
Presentation Library
With this menu item, the user can select the Symbol Presentation for the
currently loaded chart S-57. In accordance with IHO-S52 ‘Specifications of
Chart Content and Display Aspects of ECDIS’, this menu item includes the
functions TEST and CHART_1 for checking the displayed symbols.
Add/Delete Mariners Objects
This function (for S-57, C-MAP, Primar) enables the user to manually add
marine objects like buoys, wrecks etc., into the currently loaded chart. The
entries are saved and can later be worked (deleted, moved etc.,).
Issue: 1
Menu
Manual Updates
This menu item is designed for the official manual chart correction. Chart
corrections are announced either from the chart manufacturer or the weekly
Notice to Mariners. The entries are saved within the chart position and cannot
be deleted. The official entries are logged as Manual Updates within the
View Log File function.
Legend
Displays all characteristic chart information, such as units and datum.
View Log File
Displays the correction logs for either automatic, manual or mariner object
updates.
Overlays
Turns on or off the display of some or all of the electronic chart features.
C-MAP 93v3 Chart Scale
This menu function allows the user to select the scale setting for the charts
to be displayed.
Symbol Type
Changes between simplified and traditional chart symbols.
C-MAP Options Menu
This menu is displayed when C-MAP charts are selected.
Chart Options
This menu item allows the display of several types of information to be turned
on or off, or overlays, in electronic charts.
All chart information may be displayed, or only aids to navigation and depth
information, for example. The selections made will temporarily affect all
charts; not just the one currently displayed. The displayed information can
be changed whenever necessary.
Overlays
On viewing and collecting increasing amounts of information in the plot and
on the display (markers, tracks, lines, and depth points), only a few objects
may be required to be viewed at a time. The overlays command allows
selection of the items needing to be displayed. The items that are not selected
Next Prev Print
Deck Operating Manual
(not checked) are not erased, they are just not visible. The Overlays command
can be used to re-display them.
Depth Units
When integrated with a depth sounder, Pathfinder/ST ECDIS displays the
depth in the Information panel as well as on the display. Using the Depth
Units command it is possible to select the unit of measure for the depth
display (fa, m, ft).
Whenever selecting new units, the system recalculates all depths for the
Information Panel as well as on the display. It will also recalculate the alarm
depth set in the echo sounder dialog box under the Integration menu.
Height Units
Allows the operator to select the unit of measure for the height units.
Marker
The marker feature allows the operator to mark locations with recognisable
symbols. Over 50 different marker shapes and colours can be selected and
labelled as required.
Lines
This menu command enables annotation of the plots with lines. Use the feature
to draw shipping lanes and uncharted landmasses, or to trace over ship tracks.
Lines that have been drawn can easily be changed by inserting, deleting or
moving line points, or by displaying them in a different colour.
Plot Layer
The plot layer menu enables the operator to define, import and export different
plot layers. The Pathfinder/ST ECDIS’s display is a composite image. It
contains layers of information that appear one on top of the other; a chart layer,
and one or more plot layers. The chart layer is the bottom layer and contains
information predetermined by the chart that has been purchased.
The plot layer is displayed over the chart layer and may consist of two
different types of plots; user defined plots and auto plots. User defined plots
consist of markers, lines and alternate ship marks which have been added to
the display by the user. Autoplots consists of ship tracks, ARPA tracks and
ship marks that the user has requested the system to track.
Display Menu
Two dimensions define the Pathfinder/ST ECDIS display; scale and centre.
Scale is the distance from the top to the bottom of the display and can be any
value from 1 nautical miles to 3999 nautical miles.
7.2 Integrated Navigation System - Page 18 of 22
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 Johannes Mærsk Deck Operating Manual

Illustration 7.2.2c ECDIS Control Panel =.= nm =.= nm =.= hh.mm

07 0
1413

29 0

080
280
1272 1244 1433 1559 Waypoint Next ===
= ==.=== Track Crs

090
270
= ==.=== ===.= deg Degauss
1401
LITC 10:28:17 Nov 01, 2001

260

100
1422 Local Time 10:28:17 Nov 01, 2001

25 0

110
1620
1132

24

0
951

12
0
1245 921
1578

23

0
13
0
22 0
0 14
21 0
0 15
20 0
16 0 7585 768
Power
190 180 170 1453

21.4NM 073.7"TTG:001:00 Center Chart: N 12"69.924" E 46" 26.004" 0.00NM 000.0" TgtVect True/Gnd

Autopilot Remote Control

Radius Off
In Command Start WPT
+

Take
Set Goto Waypoint Track Course Port Stbd Port Stbd
Over

-
Heading Drift Track Radius
Control Go Clear Go Ready
Correct Control

Select Track Control Course Control Autopilot Override

Pathfinder/ST MK2 ECDIS

Menu
Std Rte Rdr ENC Info TM Day CNCL
Esc AIS Notes MOB
Disp Mon Info Send Panel RM Night Enter

Alarm Ack
Test
¬ ! @ # $ % & * ( ) _ + I
<

Del - +
. 1 2 3 4 5 6 7 8 9 0 - = \
Panel
Tab
Q W E R T Y U I O P { }

Caps Lock : " Enter

A S D F G H J K L ; '
Out
< > ?
Shift Z X C V B N M Shift
, . / Zoom

In
Control Alt Space Alt Control

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 Johannes Mærsk
Centre is simply the latitude and longitude co-ordinates that appear at the
centre of the display.
To control the scale and centre of the display, zoom in or out, or by specifying
a new scale and centre. Display dimensions (called ‘areas’) can be saved so
that they can be returned to at any time. In addition, the Ship Auto Centre
feature or the directional keys can be used to scroll the display and ensure
that the ship is always in view.
The information panel to the right of the display area shows the display scale
in the chart information area. To determine the display centre, either position
the cursor at the centre of the display, then refer to the information panel for
the cursor’s co-ordinates, or choose the Scale and Centre command in the
Display menu and look at the coordinates in the centre box.
Zoom In
Allows the operator to select an area of the display on which to zoom in.
Enlarges the area to fill the display.
Zoom Out
Allows the operator to specify the degree to zoom out of the display.
Scale and Centre
To centre the display on a specific location or change the scale to a particular
value, use the Scale and Centre command.
View Area
One of the fastest ways to reposition the display is to use the Area feature.
An Area is simply a display dimension; a combination of scale and centre
on a specific chart that has been named and saved. The Area feature will be
especially helpful if there are certain geographic regions that are displayed
frequently.
Ship Autocentre
Automatically repositions the display so that own ship returns to the centre
when it reaches a user defined distance from the edge of the display.
True Scale Icon
The rectangular ship symbol is not a fixed size symbol and adjusts to
the scale of the chart. This symbol is used at all times except when the
system is not receiving navigational information or when the ship cannot
be drawn to scale.
Deck Operating Manual
Bright Sun Colours Nav Device Selection
Alters the display colours to bright on white background. Displays installed navigational devices, and allows selection of the source
of position data.
Day Colour - White
Dead Reckon
Alters the display colours to dark on white background.
Simulates ship movement using user defined speed and bearing settings. Will
use information from Radar, Gyro and Doppler log if available.
Day Colour - Black
Alters the display colours to bright on black background.
Position Offset
Corrects the ship’s position manually or based on an ARPA target with a
Night Colours
known position.
Alters the display colours to fluorescent on black background.
Own Ship Vectors
Tool Bar
Opens a dialog box for controlling the ship’s heading, course vector and
Turns the display of the tool bar on or off. searchlight.
Status Bar Mark at Ship
Turns on or off the display of the status bar. Places a ship mark with a time level at the ship’s position.
Info Panel Anchor Watch
Turns the display of the information panel on or off, and allows selection Monitors the drift of the vessel while anchored.
of NAV or TRACK display.
Guard Zone
Ship Menu Sets an alarm zone around own ship for distance monitoring of ARPA
targets.
Ship Info
Specifies the ship’s dimensions and the location of navigational device Overboard All Clear
antennas relative to the bow and port side. Clears the man overboard alarm and posts an ‘All Clear’ entry in the event
log.
This feature is provided to increase the accuracy of the navigational data. The
ECDIS uses this information in many ways. First, it draws the ship symbol so
that it is proportional to the specified vessel size. More importantly, because
the ECDIS knows where on the ship the antennas are located, it can offset
the ship symbol from that point, giving a more accurate representation of the
ship’s position relative to other objects. In addition it uses the information
to draw tracks and the course line more accurately, as well as to calculate
the necessary safety alarms.
(Note: Only Safety Contour and Safety Depth can be changed. All other
volumes can only be modified in service mode.)

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 Johannes Mærsk Deck Operating Manual
Routes Menu Show Route Alarms
The routes menu provides sophisticated route planning capabilities. The Centres the display on the active waypoint in the open route. If an active Changes the wheel over point and cross track deviation alarm time.
ECDIS displays waypoints as circles. The active waypoint has an additional waypoint is not selected the first waypoint in the open route is used to
circle around it. If the waypoints are labelled, the labels appear below centre the display.
the marker. When a route is established, the following information is Nav Tools Menu
automatically displayed: Free EBL/VRM
List Route
Displays information about the waypoints that comprise the open route. Allows the operator to draw an electronic bearing line and circle, which
1. A planned track (course line) between the waypoints is red in
displays the range and bearing from one point to another.
colour and appears as a thick dashed line between waypoints Clear Route
and a dashed line between the ship and the active waypoint.
Clears the primary or secondary route from the display and turns off route Fixed EBL/VRM
On planning a route, a primary as well as a secondary route tracking.
Allows the operator to draw an electronic bearing line and circle, which
can be created. The route priority can be selected via menu displays the range and bearing from one point to another.
function as needed. Delete Saved Route
Deletes a route from the route list. Rhumb/Great Circle Line
The primary route is displayed in thick red dashed lines.
Opens the rhumb/great circle line tool.
The secondary route is displayed in thin red dashed lines. Export Route
Exports routes to a floppy disk. Datum Transformation
2. The planned turning arc/radius (red in colour); the turning arc
which was established as the ship entered the waypoint. Opens the Datum transformation dialog box.
Import Route
3. Anti-grounding fairlanes: Width defined by the current cross Imports routes from a floppy disk Cursor Offset
track error alarm setting.
Opens the cursor offset dialog box.
4. The wheel over point, or the point at which own ship must Send Route to Radar
begin turning to make the predicted turning arc. The Turning Sends and displays route information on the radar. Position Fix
Response box in the Autopilot dialog box controls the wheel
over point position. Set/Delete Position Fix marker.
Route Monitoring

Edit Route Start/stop Route Monitoring. Line of Position

Enters and labels waypoints, inserts, deletes, moves waypoints and reverses Opens the Line of position dialog box. Enables entering position lines on
the order of waypoints in a route. Either primary or secondary route can Track Control the chart display.
be selected. Start/stop Track Control. This function can also be performed from the ARCP
(Autopilot Remote Control Panel). Navigation Calculator
Open Route Calculates the speed required to achieve a predetermined ETA at a specific
Opens a saved route. Distance to Run waypoint, or calculate the ETA based on a predetermined speed.
Displays distance to run symbols at selected intervals on the primary route.
Toggle Routes Distance to Run
Toggles the two open routes between primary and secondary route. Planned Position Displays distance to run symbols at selected intervals on the primary route.
Displays time of a planned position on the primary route.
Save Route Planned Position
Names and saves routes to the route list. Pre-Departure Checklist Displays time of a planned position along the primary route.
Opens the pre-departure checklist.
Logs Menu

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 Johannes Mærsk Deck Operating Manual
12 Hour Log Set Date and Time Alt. Mark at Ship
Opens either the current or the previous 12 hour log, or opens the Save to Opens the standard windows date and time dialog box allowing the operator Places a mark at the vessel’s current location.
portable media dialog box. to set the computer’s date and time.
Select Chart
Voyage Recording Help Menu Opens the Select Chart dialog box allowing the operator to select/view a
Opens the voyage recording control dialog box. The Voyage Recorder Help Index different chart for the area.
automatically records all the ship’s navigation data for the previous 14 days.
This record is registered as Record Track into the List Box under the aspect Not available.
MOB
of the UTD date information.
About Pathfinder/ST ECDIS Starts the Man Overboard process.
The registrations will loose their write protection mark (P) after 14 days.
Displays the serial number, version of software and copyright information.
Chart Planning Station
Integration Menu Tool Bar
The chart planning station consists of a high resolution computer monitor. The
Nav Device Selection The tool bar provides quick access to many of the Pathfinder ST/ECDIS menu system is similar to that of the bridge station, however the navigation
Displays installed navigational devices, and allow selection of the source commands: control functions are not available.
of position data.
Previous View
ARPA Radar Tracking Retrieves the view, which was displayed prior to the current view. Up to 30
Turns on or off the tracking of acquired targets from the selected ARPA radar. previous views can be memorised.
Also turns on or off the display of target heading vectors.
Next View
Autopilot Opens the view, which will be displayed after the current view.
Turns on or off data transmission to the autopilot also allowing the operator
to specify own ship rate of turn and turning response. Zoom In
Zooms in on the display maintaining the same centre location.
Echo Sounder
Used to enter an alarm depth for an integrated echo sounder. Zoom Out
Redraws the current view at a scale 1.5 times larger.
Wind Sensor
Allows the operator to specify relative or true wind speed and direction Centre on Ship
to be displayed.
Centres the display on the vessel’s position.

Nav Interface
Free EBL
Selects which devices are attached to which ports and selects data
communications protocol. Allows the operator to draw an electronic bearing line displaying the range
and bearing from one point to another.

Ship Info
Specifies the ship’s dimensions and the location of navigational device
antennas relative to the bow and port side.
Fixed EBL
Allows the operator to draw an electronic bearing line displaying the range
and bearing from own vessel to a set point.

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 7.3 Autopilot System

7.3.1 Steering Stand

7.3.2 Gyrocompass

7.3.3 Autopilot

7.3.4 Steering Procedures

7.3.5 Magnetic Compass

Illustrations

7.3.1a Steering Stand and Peripherals

7.3.1b Steering Stand

7.3.2a Gyrocompass System

7.3.2b Gyrocompass Operating and Indicator Unit

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 Johannes Mærsk Deck Operating Manual
Illustration 7.3.1a Steering Stand and Peripherals

NAUTOPILOT GYRO COMPASS

STD 20
Course ANSCHUTZ
Control
Heading

Gyro G1: 343,8º

Heading
Display Track G2: Stdby (112,6º)
Port Bridge Wing Magnet Control Set
Starboard Bridge Wing
Control Console Para-
meter
Alphanumeric
Line Display M a n u a l S t e e r i n g
R.o.T.
Control Console
Gyro Gyro
FU Tiller Set Heading
Tiller
1 1
Lat. Speed
FU Tiller
Display
Control Economy/
Precision
Test
Preset Display Radius
Take-Over Unit Tiller FU Set Course R.o.T. Take-Over Unit Tiller FU

0 0

Sensor External
Test

Test
0 Rudder
Active
10 10 Active
Standby Limits Set Angle Standby

Values 20 20

30 30

Display Rudder
Angle 0
Test

Steering Stand

Autopilot Remote
24V DC
Control Panel

Radar
Consoles

Gyroompass
Gyrocompass No. 1 No. 2 No. 3
Feedback Feedback Feedback
Unit Unit Unit

Gyro Gyro
Heading Signal Heading Signal

Prop. Amp Prop. Amp Prop. Amp

Pilot 1 Pilot 2 (X2) No.1 (X2) No.2 (X2) No.3

Bridge Control Console Bridge Control Console

Magnetic Port Centre Starboard

Magnetic NFU Starter NFU NFU
Compass Starter Starter
Compass Control Steering Control Control
Magnetic Steering Steering
Magnetic Box A Pump Box B Pump Box C Pump
Sonde P1 Sonde P2
Speed Log Speed Log AC 440V 60Hz AC 440V 60Hz AC 440V 60Hz
Pilot 1 Failure Alarm Input 200 p/nm Input 200 p/nm Pilot 2 Failure Alarm

24V DC 24V DC

Emergency
Key Tiller
Rudder Position Signals
Hydraulic Oil

Electrical Signal

Instrumentation/Control

Issue: 1 7.3 Autopilot System - Page 1 of 11

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 Johannes Mærsk Deck Operating Manual
7.3 AUTOPILOT SYSTEM Operator Unit of the Autopilot NP 2030 Signal Unit NAUTOPILOT
This unit provides selection of the operating mode within the autopilot This unit provides indication of the equipment status and displays any faults
7.3.1 STEERING STAND operation providing course setting, control parameter setting and indication that have occurred.
of heading and set course.
Maker: Raytheon Marine
Rudder Angle Position Indicator
Model: Anschutz ComPilot 20
Steering Mode Selector Switch
This unit provides indication of the actual rudder angle.
This unit provides selection of the following steering modes:
General • NFU (Non-Follow Up): Steering via tiller ROT Indicator
The steering stand, situated in the centre of the wheelhouse comprises all • FU (Follow Up): Steering via handwheel This display of the ship’s current ROT (Rate of Turn).
operating and monitoring elements of the steering control, the digital autopilot • Auto: Steering control via autopilot NP 2030
NP 2030 and the gyrocompass STD. 20. The stand is fitted with a helm wheel Dimmer
on the aft side, which the helmsman uses in conjunction with the rudder angle
indicator and the gyrocompass display to steer the vessel. Override Indicator This provides brightness control of the lighting for the rudder position and
ROT indicator.
This unit displays the current control mode (automatic or manual) and is
Signals for course, rudder position and status are transmitted to the peripheral used to switch over from the autopilot to manual control (automatic) during
devices from the ComPilot 20. override operation and back again (manual). Operating Procedures
The magnetic compass is conveniently situated on the deck above the steering a) Switch on the electrical power to the steering stand ComPilot
stand. Steering Gear Control
20. The isolation breakers are located behind the fire pump
The selection of hydraulic pumps for the steering control is only possible on start/stop control panel on the aft bulkhead, breakers Q85 and
The compass card can be viewed through a periscope, with adjustable the bridge from the Hatlapa control panel directly above the steering stand. Q86. In normal operations the power supply is maintained
reflectors to provide a good viewing angle. Lighting for the compass card is The pumps can also be selected from the control console in the ECR. at all times.
supplied from the main ship’s supply and also from the emergency electrical
supply. b) Before commencement of a voyage, wait for the settling phase
Operator Unit STANDARD 20
of the gyrocompass (approximately 3 hours) to be completed.
The handwheel steering is of the follow-up type. The helmsman puts the The operator unit provides the following indicators and controls:
handwheel to a rudder position and the rudder follows to the requested angle, • Digital display of the corrected and uncorrected gyrocompass
which is shown on the rudder angle indicator. Follow Up Steering (Hand)
course
a) Set the steering mode selector switch to the helm icon (FU
A changeover switch on the steering stand is used to set the steering mode to • Indication of errors and alarms within the complete system
follow up steering control).
either AUTOPILOT 1 or 2, FU (helm) or REMOTE CONTROL on the bridge • Facility to manually input speed and latitude if required
manouvering console or on each bridge wing console. b) The scale for the rudder angle lights up at the handwheel.
• Digital display of the corrected and uncorrected magnetic
compass course
Operator Panel of the Bridge Steering Stand c) Steering control is with the handwheel.
• Indication of errors and alarms within the magnetic compass
equipment
The following equipment required for the operation of the steering and display
unit is located on the operator panel of the steering stand: • Facility to manually input deviation and variation values, if
required
Steering Repeater Compass • Manual input of the permissible value for the monitoring limit
(permissible difference of between magnetic compass course
This unit provides indication of the gyrocompass course, both analogue and
and gyrocompass course)
digital, and the digital display of errors and alarms within the complete
gyrocompass system. Additionally, the repeater unit provides signalling of
the operating condition of the complete system, and synchronisation of the
analogue indication to the digital display.

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 Johannes Mærsk Deck Operating Manual
Steering Control via Autopilot NP 2030

a) Set the steering mode selector switch to AUTOPILOT 1 or 2.

The autopilot is automatically set in the COURSE CONTROL
operating mode and the current course and set course are
displayed by the gyrocompass.
The ‘course control’ pushbutton lights up on the indicator.

b) Set the new set course using the rotary dial on the operator
unit of the autopilot, the course new heading is indicated in
the SET COURSE LCD.

In moveing the rotary dial the dialogue PRESELECTED HDG

in the ‘parameter’ LCD screen is indicated. Press the dial
to accept the new heading. The PARAMETER LCD screen
changes to DIRECT HDG. The SET key LED also flashes as a
prompt and can be used to accept the new course value.

Steering Control by the Override Tiller

In the case of an emergency, the autopilot operation can be immediately

interrupted by manual control of a tiller. The tiller then functions as an
override tiller.

Operation in the Case of an Emergency

a) Turn the tiller control to port or starboard as required.
Auto steering is bypassed and steering control is immediately
assumed by the tiller.
The rudder position changes to the position in which the tiller
is turned, for as long as it is turned. The current rudder angle is
displayed on the rudder position indicator.

To Change to a Remote Position on Either Bridge Wing or the

Bridge Manouvering Position

a) Select REMOTE CONTROL on the Steering Mode panel,

ACTIVE/STANDBY LEDs are illuminated on each remote
control position.

b) At the take over unit press the ACTIVE pushbutton. The IN

COMMAND LED is now illuminated. The steering is now
under the control of the FU remote position steering tiller.

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 Johannes Mærsk Deck Operating Manual
Illustration 7.3.2a Gyrocompass System
Bridge Central Overhead Panel
Gyro Repeater
NAUTOPILOT REPEATER
Course ANSCHUTZ 0
Control 10 10
Heading 20 20

Gyro 30 30
Heading
Display Track
Magnet Control
GYRO COMPASS
STD 20
ANSCHUTZ
Para- Alphanumeric
M a n u a l S t e e r i n g
Line Display
meter R.o.T. Test
Tiller
G1: 343,8º Set Heading
Display
G2: Stdby (112,6º) Economy/
Set Control Precision
Preset Display Radius
Set Course R.o.T.

Gyro Gyro Lat. Speed Sensor External

1 1

Test
Limits
24V DC Supply
Set
Values

Gyrocompass Operating and

Display
Indicator Unit
(Steering Stand) Test

Autopilot Control Unit

(Steering Stand)

Inmarsat-B
X-Band Radar Repeater Stand Type
(Port Bridge Wing)
S-Band Radar

24V DC Supply

24V DC Supply
Gyrocompass
Control Unit
(Converter Room)

350 360 10 20
340 30
0
33 40
0
32
0

50
31

3 4
00

60
03

Repeater
70
2
270 280 29

80 90 100 110

(Steering Gear Room)

6
1

ANSCHUTZ
0 260

7
0 25

12

9 8
24

0
13
0
23

14
20 0
02 0
15
21 0 160
170 180 190 20

Repeater Stand Type

(Starboard Bridge Wing)

230V AC Supply

Printer From Rudder Angle

Interface Indicator Amplifier
No. 1 Gyrocompass No. 2 Gyrocompass
Course and Rudder Angle Printer (Converter Room) (Converter Room)

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 Johannes Mærsk
7.3.2 GYROCOMPASS
Maker: Raytheon Marine
Model: Anschutz Standard 20
General Description
The gyrocompass is basically a free spinning wheel rotating on an axis at very
high speed. The wheel is so mounted in a framework that initially it can be
pointed in any preferred direction. Apart from the spinning axis, the mounting
framework contains two further axes mutually perpendicular, one of which
will, in practice, be mounted vertically as the gyro will be used as a compass
which requires direction indication about a vertical axis or the axis around
which the ship will turn from one course to another. The other will be
horizontal, thus permitting the gyro to turn in azimuth and tilt.
Due to its high speed when running, the gyrocompass exhibits gyroscopic
inertia, otherwise known as rigidity in space. This property is explained using
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.
The vessel is fitted with a ‘twin system’ ie, two gyrocompasses are fitted,
the Standard 20 model. The gyrocompasses are microprocessor controlled
systems which provide analogue heading indications referred to true north and
incorporate an automatic north speed error correction.
Issue: 1
Menu
Operator Unit
The operator units for the systems provide:
• Digital display of the corrected and uncorrected gyrocompass
heading.
• Digital display of the current state of the system.
• Indication of errors and alarms within the system.
• Facility to manually input speed and latitude values (for speed
and error correction).
Operating Procedures
Initial Set up
a) Switch on the power supply to the equipment.
The gyrocompass will initially enter a heating phase which will be indicated
with ‘G1: Heating/G2: Heating’ displayed on the unit.
The temperature of the gyrocompass supporting liquid (preceded by ‘h’ for
heating) is displayed in the gyro course display box; eg: ‘h37.6’.
b) Press the LAT key to view the latitude (Lat) value presently
entered into the unit.
c) If the displayed latitude is correct, press SET to confirm the
entry. If the value is incorrect, manually input the correct
latitude as described in the paragraph section titled ‘Manual
Settings’.
(Note: If the equipment is configured to the overriding navigation system
(sys), then the automatic reference value input (Aut) is usually
without function. When the Lat key is pressed, ‘Aut Lat: 00o 00' Not
Connected’ appears in the display.)
d) Press the SPEED key to view the speed value presently input
into the unit.
e) If the displayed speed is correct, press SET to confirm the
entry. If the value is incorrect, manually input the correct
speed as described in the paragraph section titled ‘Manual
Settings’.
Next Prev Print
Deck Operating Manual
(Note: If the equipment is configured to the overriding navigation system
(sys), then the automatic reference value input (Aut) is usually
without function. When the Speed key is pressed, ‘Aut Spd: +00.0kts
Not Connected’ appears in the display.)
f) When the gyrocompass unit reaches the lower operating
temperature of 45°C, the heading value will automatically be
displayed, but will be unstable. A decimal point at the right
hand side of the display indicates that the settling procedure
has not been completed. One of the gyros will be indicated
as: ‘Standby NSet’.
g) After a period of approximately 3 hours the gyrocompass will
be fully operative. This will be indicated on the display with the
right hand decimal point being extinguished and the corrected
heading value alone will be displayed.
The accuracy of the gyrocompass will increase further after
around 5 hours running time.
Manual Settings
Latitude
a) Press the LAT key to view the latitude (Lat) value presently
entered into the unit.
The display will read either ‘Aut Lat: xxo xx’ or ‘Sys Lat: xxo xx’
b) Press the LAT key again to switch over to manual setting.
The display will read ‘Man Lat: xxo xx’, the last entered manual figure.
c) Use the UP or DOWN arrow keys to input the correct latitude
figure.
d) Press the SET key to confirm the latitude input value.
(Note: In order to return to automatic latitude correction follow the above
procedure pressing the LAT key twice and confirming the entry with
the SET key.)
7.3 Autopilot System - Page 5 of 11
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 Johannes Mærsk Deck Operating Manual
Speed
Illustration 7.3.2b Gyrocompass Operating and Indicator Unit
a) Press the SPEED key to view the speed (Spd) value presently iTake-over
entered into the unit. LED Illuminates after Pressing the
LAT or SPEED Keys

The display will read either ‘Aut Spd: +xx.xkts’ or ‘Sys: +xx.xkts’ iAlarm Signal and Acknowledgment Request for Take - Over After
- Reference Value Adjustment
- Operating Mode Switchover
b) Press the SPEED key again to switch over to manual setting. LCD Display
iFirst Line: i Second Line: iCall: Contrast Adjustment LCD Display
- Status or Heading Value of Selected Compass - Status of the Second Compass (Only Possible When LED is Not Flashing)
The display will read ‘Man Spd: +xx.xkts’, the last entered manual figure. - Current Speed or Latitude Value - Alarms, Warnings, Notes etc Contrast Change With and Keys
- Alarms, Warnings, Notes etc
c) Use the UP arrow or DOWN arrow keys to input the correct
speed figure.

d) Press the SET key to confirm the speed input value. GYRO COMPASS
(Note: In order to return to automatic speed correction follow the above
STD 20
ANSCHUTZ
procedure pressing the SPEED key twice and confirming the entry
with the SET key.)

Switching Heading Sources

a) Select the source heading input either GYRO or TMC by G1: 343,8º
pressing the appropriate key.
G2: Stdby (112,6º)
b) Return to the previous heading input source by pressing GYRO Set
or TMC again.

Gyro Gyro Lat. Speed

1 2

Test

iSelect Gyros One Or Two,
Corresponding LED Illuminates.
iCall Up Gyro Status
iCall Up Alarm Cause After
Acknowledgment
iCall Up Uncorrected Heading
Value of Selected Gyro
iDimmer ,
Continuous Change in Brightness
iValue adjustment ,
iCall Up Current Latitude or Speed for Speed and Latitude in the
Values and Operating Mode Respective Operating Mode (Manual)
iTest: Automatic Test Run
iOperating Mode Switchover After After Simultaneously
Renewed Actuation Pressing the and keys.
(Take-over by SET Key) Check: - The LCD Segments
- The Brightest LEDs
- The Key Illumination
- The Audible Signal

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 Johannes Mærsk
7.3.3 Autopilot
Maker: Raytheon Marine
Model: Anschutz NP2030
Introduction
The NP2030 is an autopilot system designed for both deep sea navigation and
inland waterway passages.
The autopilot continuously monitors the ship’s steering dynamics and adapts
the parameters of the generated control signals to provide the most efficient
control of the rudder consistent with the ship’s heading and selected course.
The adaptive nature of the autopilot is to provide minimum rudder motion,
which maintains ship stability whilst maximising fuel economy.
The autopilot provides the control and display functions along with circuits
which process the control inputs, generate the display response and determine
the rudder command. The various steering functions are selected by means
of the display unit, which enables the operator to choose the mode of
steering control and any limits or special commands associated with the
selected mode.
The autopilot is used to automatically steer to a selected order using one or
two externally provided heading references. The heading order can be selected
by a human operator or by an electronic navigator.
The autopilot offers two operating modes, which can follow an individual set
course, or an already adjusted and loaded track control.
The economy and precision modes are both designed to save fuel primarily
by reducing the rudder movement of the system, while at the same time
maintaining course.
The autopilot has the following operating features:
• Course control with gyrocompass
• Course control with magnetic compass
• Automatic course control in connection with a track planning
system (e.g. GPS)
• Course change manoeuvre with preset RoT (Rate Of Turn) /
course change manoeuvre with preset radius
• RoT control in conjunction with a RoT tiller
• Automatic course control with an external set course
transmitter
Operating Modes
Hand Steering
a) Set the steering mode selector switch to HAND (handwheel
icon). Steering control is adjusted with the handwheel.
The following functions remain as they are:
Display of the current actual course
The set course display is automatically adjusted to the actual
course
Display of the current course sensor
Deck Operating Manual
b) Set the required course by turning the rotary knob clockwise or
counter clockwise as required.
The new set course will be displayed in the course setting box
beneath the main course heading display.
c) Press the SET key within 15 seconds of adjusting the new
course to accept the new course input. The ship will commence
altering course to the new set heading.
(Note If the SET key is not pressed within this time the new course will
be cancelled and the autopilot will remain on the existing preset
course.)
Mode of Automatic Steering Operation (Economy/Precision or Basic)
a) Press the SET key and the ALARM ACKNOWLEDGEMENT
key simultaneously for a minimum of 4 seconds. (The Alarm
Acknowledgement key is situated to the left of the SET key).
The display panel will indicate if adaptive mode is in operation
in the form of a flashing Y or N, where the flashing Y refers to
Economy or Precision and N the Basic mode.
b) Using the arrow up or down keys, the mode of operation can
be changed between Y or N as required.
c) Press the SET key to accept the present setting.
If Y is acknowledged, Economy or Precision mode is indicated
by E or P displayed in the box adjacent to the preset heading.

• Course or track control using the Quick Tune function. Quick Display of the current parameter group d) Press any function or command key to quit the configuration
tune makes the adjustment to the autopilot, taking data from up selection.
to 6 stored parameter groups. The data corresponds to certain Possible alarm or error messages are shown overlaid in the text line (no
ship conditions such as loaded condition, trim or weather audible alarm signal). e) If it is required to change between Economy mode and
conditions. This mode provides a quick manual adaptation to Precision mode, the CONTROL PRESET key should be
the ship’s behaviour. Automatic Steering pressed.
The text box displays ECON and PRECISION and the active
• Course or track control using the economy or precision functions. a) Set the steering selector switch to AUTOPILOT 1 or 2.
mode of operation flashes.
These functions cause the autopilot to react automatically to Steering control is with the Autopilot and Heading Control is
the current weather conditions. automatically selected.
f) Press the UP or DOWN arrow key to change to the required
The operating condition is as follows: mode of operation (Economy or Precision) and press the SET
The operating economy function reduces the rudder movement while remaining key to confirm the entry.
The autopilot is automatically switched to the operating mode
on a reliable course.
COURSE CONTROL.
The operating precision function guarantees an exact course. The sea condition The Actual Course is accepted as the Set Course pre-
is standardised through a special filter and the rudder movement will be adjustment.
slightly reduced. The ship is held on the course of the last effective parameter
setting.

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 Johannes Mærsk
Course Adjustment in Automatic mode
A set course change is achieved by turning the rotary knob. This can result
in the following possibilities:
a) For the prepared course change manoeuvre:
Set the SET COURSE by turning the rotary knob.
Actuate the SET key.
b) For an immediate course change manoeuvre:
Press and turn the rotary knob, the ship will immediately begin
the course change manoeuvre.
Depending on the configuration, an automatic RoT limitation
will be set at 120°/min during a RoT manoeuvre. This automatic
preselection does not apply in the case of a RoT limitation
which is already higher than 120°/min. During a course change,
the ship will always be set on the new set course via the
shortest route.
The following situation results:
The off course monitoring is deactivated for the duration of
the course change.
The resulting rudder activity can be displayed via the DISPLAY
key.
The course change manoeuvre is completed when the Actual
Course display corresponds to the Set Course display. Off
Course monitoring is active.
Heading Control
On activation, the Autopilot NP2030 automatically defaults to the operating
mode of Heading Control, operation of which is described in the Automatic
Steering section.
Track Control
Track control operation requires the connection of an external navigation
receiver (e.g. GPS) in order to set and follow a planned route.
Within this system concept, the navigation receiver transmits track section
data of a planned route to the NP2030. Every track section is shown as
a preset track course and track change is initiated using the pre-adjusted
ROT control.
A route can only be planned via the navigation receiver.
Issue: 1
Menu
In the case of navigation receivers using XTE, NMEA or Telegraph, another
mode of operation exists and in this case the new track course must first of all
be extracted from the navigation receiver. The track course value must then
be set on the NP2030 operating unit using the rotary knob and subsequently
acknowledged using the SET key.
Track Control (XTE, NMEA Telegraph)
a) Press the TRACK CONTROL key on the Autopilot panel.
The autopilot checks the current course position, the track/
waypoint and the current position including the track monitoring
limit.
b) Set the track course preselection by turning the rotary knob
clockwise or counter clockwise.
The new set course will be displayed in the course setting box
beneath the main course heading display.
c) Press the SET key within 15 seconds of adjusting the new
course to accept the new course input. The change of heading is
initiated with the preset rate of turn and the ship will commence
altering course to the new set heading.
In this display mode the track deviation can be indicated as a
cross track distance left or right of the track.
(Note If the SET key is not pressed within this time the new course will
be cancelled and the autopilot will remain on the existing preset
course.)
Track Control (with APA, APB, PRAPA, HSC, HTR, HRA, NMEA
Telegraph)
a) Press the TRACK CONTROL key on the Autopilot panel.
The autopilot checks the current course position, the track/
waypoint and the current position including the track monitoring
limit.
The transmitted track course will be displayed within the text
box.
b) Accept the track course preselection
Rate of Turn Tiller Control
This system concept simplifies steering and makes manoeuvring of the ship
easier on river passages and when going astern.
Next Prev Print
Deck Operating Manual
The RoT controller in the autopilot determines the rudder angle necessary to
attain and hold the pre-adjusted RoT.
For safety reasons, the pre-adjusted rudder limitation is also active during
ROT control.
If the pre-adjusted rudder limitation is too small, then the pre-adjusted speed
value will not be reached.
The control dynamic of the RoT controller can be adjusted via the YAWING
parameter:
YAWING 1 Hard controller adjustment
YAWING 2 Normal controller adjustment
YAWING 3 - 6 Smooth controller adjustment
The RADIUS RoT function key is disabled in this operating mode.
a) Press the RoT TILLER key on the Autopilot panel.
b) Adjust the tiller setting as required (e.g. port 10°/min) and the
vessel turns at the required rate.
Remote Control
Remote control operation requires a navigational system link for preset
heading selection.
a) Switch over to the REMOTE CONTROL position.
The autopilot is now controlled from the external steering
station on either bridge wing. Press the ACVTIVE/STANDBY
button to accept control at either position.
Pre-adjustment for the Heading Track Change Manoeuvre
Pre-adjustment takes place via the RADIUS RoT double function key.
• ‘Rate of Turn’ determines the maximum rate of turn (degrees
per minute), by which a heading or track change manoeuvre
is performed.
• ‘Radius’ determines the turning circle radius by which a
heading or track change manoeuvre is performed.
Parameter Settings
Economy/Precision Mode
In this mode the PARAMETER key is used to modify the yawing, rudder and
cnt (continuous rudder) rudder parameter values.
7.3 Autopilot System - Page 8 of 11
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 Johannes Mærsk Deck Operating Manual
a) Press the PARAMETER key. Limits / Values All display elements
Set limits can be recalled and adjusted for the following parameters by The text lines (16 pieces)
‘YAWING’ will be displayed alongside with its parameter scrolling using this function key:
value. Select the required value using the UP or DOWN arrow Audible signals
keys. • Rudder limit setting
• Off Heading (Off course) limit The test lasts approximately 10 seconds. Afterwards, the last valid display
b) Press the SET button to accept the new value. reappears.
• Rate of Turn limit
c) Select the next parameter by pressing the PARAMETER key. • Radius limit System Messages

• Track limit Alarms, warnings, malfunctions and configuration changes etc, are accompanied
‘RUDDER’ will be displayed alongside with its parameter
value. Select the required value using the UP or DOWN arrow • Rudder Trim limit by various system messages, eg, ‘Off Heading’ which accompanies a heading
keys. deviation alarm and ‘Speed Alarm’ which accompanies an implausible speed
• Ship Load percentage
input signal.
d) Press the SET button to accept the new value. Display
The full list of system messages and further in-depth information is available
e) Select the next parameter by pressing the PARAMETER key. Additional information can be displayed in the text alphanumeric display line in the manufacturer’s manual for this equipment.
using the DISPLAY key.
‘Cnt. RUDDER’ will be displayed alongside with its parameter
Autopilot Remote Control Panel
value. Select the required value using the UP or DOWN arrow The displayed information is overwritten when:
keys.
• An alarm or warning occurs Maker: Raytheon Marine
f) Press the SET button to accept the new value. • The operator enters values Model: Anschutz 102-879

Sensor
The sensor function key allows the heading and speed inputs to be managed.
a) Press the SENSOR key on the Autopilot operating panel.
The heading information source currently in use flashes in the
display. The required source can be selected using the UP or
DOWN arrow keys.
b) Once the required heading source is selected, press the SET
key to confirm the input.
c) Press the SENSOR key continuously until ‘MAN’ appears in
the text display box.
The present manual speed is displayed in knots. The manual
speed can be adjusted using the UP or DOWN arrow keys.
d) Press the SET key to confirm the new speed setting input.
e) If it is required to change the speed input from manual to
log, press the SENSOR key continuously until ‘LOG’ appears
in the text box.
f) Press the SET key to confirm the speed source input.
The display returns to normal when the alarm or warning is acknowledged or The procedure to activate the Autopilot Remote Control Panel (ARCP)
the entry of values is completed. situated directly above the port ARPA and ECDIS keyboards is as follows:
Additional information available includes: It is presumed that the autopilot is active and in control.
• Heading deviation
a) At the ARCP, press the TAKEOVER key. The SET LED
• Speed flashes.
• Set course
b) The operator acknowledges take-over by pressing the SET key.
• Set Rudder The IN COMMAND and READY LEDs illuminate.
• Off Heading (Off course) limit
c) Select heading control or track control as required by pressing
Display Lamp Test the appropriate key.
Before the display test can be carried out, the steering selector switch must be The following facilities are available from the ARCP:
set to MANUAL (NP2030 PASSIVE mode). • Change preset heading
The test is displayed after pressing the two TEST keys simultaneously. • Change turn radius
• Track control to waypoint or track
The following items are tested:
• Heading control drift correction
All displays (7 segment display)
Status displays In the case of an emergency steering manoeuvre, the heading and track
control are overridden by a movement of the tiller.
Status displays of the keys

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 Johannes Mærsk Deck Operating Manual
7.3.4 Steering Procedures

Steering Control
Modes

Non Follow-Up steering

Follow-Up steering at Automatic steering Automatic steering
tiller.
steering stand autopilot A autopilot B
For emergency override.

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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 Johannes Mærsk
7.3.5 MAGNETIC COMPASS
General Description
The reflector magnetic compass is a Class A standard compass consisting
of compass bowl, binnacle stand and projector device used to measure 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.
Deck Operating Manual
Optical Cylinder and Projector Device
The projector device is mounted on top of the binnacle stand and consists of
a bulb, plug and reflector unit.
The optical cylinder is contained in the binnacle stand and has the effect of
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
order that readings can be taken while the compass bowl lid is fitted and
during darkness periods.

Compass Bowl Magnetic Sonde

The compass bowl is of the wet type containing a mixture of ethyl alcohol and
In order to relay the magnetic compass heading onto the compass repeater
water, having an expansion chamber to allow for temperature variations. Since
units and autopilot stand, the angular position of the DC magnetic field in
the expansion chamber controls the volumetric changes of the compass liquid,
the card level of the magnetic compass is scanned off and converted into an
there is no fear of bubbles forming in the liquid itself.
electrical signal by use of a magnetic sonde unit.
The bowl top edge is engraved every 1° and every 10° with 3 digits clockwise
from the ship’s heading 000. The converted signal is then transmitted via a magnetic sonde cable to a
compass course receiver unit where it is then reconverted into a compass
The compass card is constructed of a metal sheet 175mm in diameter and heading.
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.

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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 Manoeuvring Panel DMSi

7.4.1b Main Engine Controls

7.4.3a Bow and Stern Thruster Control

7.4.3b Thruster Control Panels

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 Johannes Mærsk Deck Operating Manual
Illustration 7.4.1a Bridge Manoeuvring Panel DMSi

DMS 2100i BRIDGE MANOEUVERING SYSTEM

Lyngso Marine

ME : R UN N I NG 7 7 . 8 R PM, S t A I R 2 5 . 4 B A R
L I M I T E R : NO L I M I T

ALARM STOP ALARM T LG B C : 7 8 . 0 E C R : - 1 . 0 E G S : 1 6 . 4 RPM

LIST HORN ACKN.
0 A l a r ms

ADD. DISPLAY ADJUST SLOW SHUT MAINTE-

LIST CHANNEL CHANNEL S1 S2 S3 S4 NANCE DIMMER
DOWN DOWN

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

BRIDGE E.C.R. LOCAL SLOWD. SHUTD. START LIMITS
CTRL. CTRL. CTRL. CANCEL CANCEL BLOCK
SELECT
CANCEL ESC ENT

7 STU 7 STU 7 STU 8 VWX 9 YZ 0 SPACE . +/- #

SEA STAND SLOWD.
F.W.E. STATUS CONTROL SETTINGS
MODE BY RESET

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 Johannes Mærsk Deck Operating Manual
7.4 MAIN ENGINE AND THRUSTER CONTROLS DMS2100i System Overview DMS Panel Functions

7.4.1 MAIN ENGINE CONTROLS
Bridge Manoeuvring System (DMS 2100)
Maker: Lyngsø Marine A/S
Model: DMS 2100i
Introduction
The Diesel Manoeuvring System - DMS2100i is a bridge manoeuvring system
used for the remote control of a ship’s main diesel engine connected to a
fixed pitch propeller.
The DMS2100i is operated by means of telegraph levers and standard
DMS2100i panels with built in four line displays.
The DMS2100i is operated as a completely independent stand alone system,
with all information and internal alarms displayed on the DMS Operator
Panels.
The DMS2100i works as an integrated part of the integrated control and
monitoring system (ICMS120ISL), the systems being interconnected by means
of a communication network, so that alarms, indications and measurements
values from the DMS2100i can also be displayed on the operator watch station
(OWS) and alarm panels in the alarm and control system.
The DMS2100i can be configured to provide complete control for:
• Main engine start/stop
• Start blocking indications
• Main engine set point
• Main engine shutdown indications from the main engine safety
system
• Main engine slowdown system
• Main engine speed measurement and indication
• Control transfer for Bridge/ECR/Local changeover
• Sub-telegraph with finished with engine (FWE), standby and
sea-mode
The DMS2l00i control the functions of the MAN B&W 2-stroke slow-speed
propulsion engine by means of the DMS2100i Gamma programmable logic
controller (PLC) which is located in the DMS control cabinet, together with
the units for the DPS2100 engine safety system. The main engine safety
system is completely independent of the DMS.
The alarm and monitoring part of the machinery components controlled by
the DMS2100i are handled by other Geamar programmable logic controllers
(PLC’s) in the ICMS 120ISL alarm and control system.
The DMS2100i and the ICMS 120ISL alarm and control system are
independent systems, each with its own Geamar PLCs, they are only
connected by a network to transfer alarms and information to the operator
watch station (OWS) and printers (Manoeuvring Order Printer).
Slowdown signals for the main engine are transferred as hardwired signal
lines for safety reasons. The slowdown inputs to the DMS2100i are defined
as supervised inputs, which means that malfunction of the signal transmission
cable can be detected. All hardware component and logic circuitry of the
DMS2100i and the ICMS 120ISL alarm and control system is independent
which means that it is still possible to control the propulsion machinery even
in case of a total breakdown of the alarm and monitoring system.
The power supply for the DMS2100i, as well as for the DMS2100i and ICMS
120ISL, are uninterruptable power supply (UPS) protected. There is a separate
fuse for the DMS2100i Geamar, the DPS PLC and the remaining hardware
connected to this system.
DMS Panels for Remote Control
The DMS is connected with DMS operator panels positioned at all control
locations. Each panel has instruments for indicating engine rpm and starting
air pressure and a pushbutton for emergency stop. Panels are situated as
follows:
• One in the engine control room (ECR)
• One on the bridge
• A panel built into the cover of the control stand on the bridge
wings port and starboard
The following are available at each control location for the main engine
• Analogue instruments for indication of main engine rpm
• Analogue instruments for indication of main engine starting
air pressure.
• Dimmer potentiometer for illumination of the analogue
instruments (bridge only)
• Emergency stop pushbutton with cover.
• A DMS2100i operator panel with the following functions:
• A four line display with 40 characters on each line
• Soft keys S1 to S4 for operation of the DMS
functions
• Six selection keys: ESC, ENT and four arrow keys
• SELECT of DMS control functions of STATUS,
CONTROL and SETTINGS
• Control location selection and indication for BRIDGE
CTRL., ECR CONTROL and LOCAL CTRL.
• Sub-Telegraph selection and indication for SEA MODE,
STAND BY and FWE (finished with engine) mode
• SLOW DOWN indication, SLOWD. CANCEL and
SLOWD. RESET operation
• SHUT DOWN indication, SHUTD. CANCEL and
SHUTD. RESET operation
• START BLOCK indication and key selecting the start
blocking status list
• LIMITS CANCEL indication and operation key
• 100% indication lamp for main engine overload switch
• UMS2100 keys for the following alarm functions in the
DMS Gamma computer:
• STOP HORN and ALARM ACKN. keys
• ALARM LIST and ADDITIONAL LIST key
• DISPLAY CHANNEL and ADJUST CHANNEL
keys
• MAINTENANCE and DIMMER keys

• Serial interface to the EGS2000 electronic governor • ALARM and FAULT indication lamps

• Alarm announcement and indication

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 Johannes Mærsk Deck Operating Manual
Illustration 7.4.1b Main Engine Controls

Port Bridge Bridge Main Console

Starboard Bridge
Wing Wing

Alarm Monitor

Bridge Manoeuvring Engine Control

System Panel Console
To Accommodation
DMS 2100i Interface Lyng
so
Mar
ine

DMS 40M System

M ENT

LAMPS
SYSTE
Y S4

TAKE MAIN LAMPS E

SAFET
S3

MAIN TAKE
ENGIN ESC

OVER ENG.
STBD
S2 WING

ENG. OVER
TAKE ONSERV.
OVER

ON EMGY.
S1 SCALES ONSERV.
ine

EMGY. ON Mar LAMPS

SERV. STOP
FAULT so
2100

STOP SERV. DPS Lyng

PORT
WING
ONSERV.

LAMPS SCALES ALARM

PORT TAKE STBD

WING
ON
SERV.
OVER
ON
SERV.
WING
ON
SERV.
UMS 2100

ALARM 100% FAULT

BRIDGE MANOEUVERING SYSTEM
Lyngso Marine

Alar
m

ALAR
Syst
M
em
100%
DAS
40M
FAULT
DPS

ALARM
2100
FAULT
ENGIN
E
SAFET
Y
SYSTE
M

S1
S2
S3
S4

ESC
ENT

Telegraph
Duty EDIT

/
ALARM
LIST ST
DIMMER ENT
CONTRA
E-
MAINT
NANCE

ar ADD.
ESC
LISTS
Geam #
6 PQR Y
+/-
ASSIST
CALL DISPLA
5 MNO #
ine
S4 +/- Mar
so
ASSIST
CALL
4 JKL .
S3 REM.
AIL Lyng
ME
STN
3 GHI CTRL.F
ATLAS S2 FIRE 4 JKL M
E
ALARM SYSTE
2 DEF E
S1 9 YZ R FAILUR
ENGIN

S1 S2 S3 S4
E
ALARM SENSO
1 ABC
FAILUR M ENT
WATCH ME WN 8 VWX
SCC SYSTE
Y S4
SLOWDO
ALARM
DUTY 7 STU E SAFET
E
ME WN
BRIDG S3
SHUTDO
ALARM ENGIN ESC
DEAD RED.
MAN ME S2
RPM

ASSIST S1
CALL

FAULT
2100

ESC ENT
DPS

ALARM

DMS 2100i Control Unit

Main Engine

DPS 2100 ENGINE SAFETY SYSTEM

Lyngso Marine

ALARM FAULT

Engine S1 S2 S3 S4

Safety Panel ESC ENT

Duty Alarm System 40M Panel

STN
ATLAS Geamar Duty Alarm System DAS 40M
ALARM 100% FAULT
UMS 2100 BRIDGE MANOEUVERING SYSTEM
Lyngso Marine

ALARM 100% FAULT

Main Engine
ALARM
LIST
Control and Condition
DUTY WATCH S1 S2 S3 S4 ASSIST
CALL
ADD.
LISTS
MAINTE-
NANCE
DIMMER/
CONTRAST
EDIT Bridge Monitors
S1 S2 S3 S4

DEAD
MAN
ME
SHUTDOWN
1 ABC

ME
SLOWDOWN
2 DEF

ENGINE
ALARM
3 GHI

FIRE
ALARM
4 JKL

ME REM.
CTRL.FAIL
5 MNO

ASSIST
CALL
+/- #
6 PQR

DISPLAY ESC ENT

Manoeuvring
ESC ENT

ASSIST
CALL
ME RED.
RPM
7 STU

BRIDGE
ALARM
8 VWX

SCC
ALARM
9 YZ

SENSOR
FAILURE
4 JKL

SYSTEM
FAILURE
. +/- #
System Panel

EGS 2000 Lyngso Marine

EGS
Panel ESC ENT

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 Johannes Mærsk
The LIMITS CANCEL, RESET and CANCEL keys for the SHUT DOWN
and SLOW DOWN keys only work at the DMS panel which is currently in
control, however, the SLOWD. RESET can be configured to always have
reset from the ECR panel.
The STOP HORN and alarm ALARM ACKN. keys can be configured to
work under different conditions:
1. Both keys always work in the ECR, e.g. when the Chief
Engineer always wants to be able to acknowledge alarms.
Buzzer and STOP HORN work at any of the bridge panels for
all alarms which are announced on the bridge (configurable),
but the ALARM ACKN. key will not work on the bridge.
2. Both keys work at the current DMS control location, i.e.
working at any of the bridge panels and at the ECR panel.
In connection with the integrated UMS alarm system the function of both
keys follows the UMS watch station.
Safety System for the Main Engine
The DMS2100i works in conjunction with the independent DPS2100 (Diesel
Protection System) Safety System for main engine emergency stop, overspeed
and shutdown protection
In the engine control room the DPS2100 Safety System has its own DPS
panel, which displays the relevant information for each shutdown input
channel, actual main engine rpm, etc.; it is also possible to make adjustments
and cut-outs on the shutdown input channels.
Three keys with LED indication on the DPS panel are used for Shutdown
indication, Shutdown Cancel function and Shutdown Reset function. At the
bridge, the corresponding functions are shown on three keys on the DMS panel.
The following functions are included in the DPS 2100 Safety System:
• Shutdown stop output for the main engine
• Cancel VIT output active on stop and astern
• Overspeed stop of the main engine
• Shutdown inputs
• Emergency stop of the main engine
• Alarm outputs to the alarm system
• Tacho output for main engine rpm to instruments
• Cancel and Reset inputs from the DMS system, ECR and
Local control
• Local/Remote and DMS Control feedback
Issue: 1
Menu
Main Engine Speed Measurement
The DMS2100i uses a Tacho Adapter Module to interface the tacho pickups
(mounted close to the turning wheel on the engine) to one of the CPU’s on the
Serial Interface Board used for measurement of the main engine speed.
Telegraph Transmitter and RPM Set Point Control
The bridge main operation station is equipped with a telegraph transmitter
with built in set point potentiometer; this is located in the bridge centre
console. The bridge telegraph transmitter is connected with the port and
starboard bridge wing control panels. The ECR is equipped with a similar
telegraph receiver. The bridge centre and ECR telegraph levers are equipped
with potentiometers with hardware connection to the DMS system and they
can also be used as the communicating engine telegraph system when running
in manual ECR control.
Electrical Shaft System
The electrical shaft system which interconnects the bridge centre telegraph
with the bridge wing control telegraphs is a synchronising system, in which
non-activated control levers follow the active control lever. For example, when
the bridge centre control is master, the two bridge wing levers automatically
follow the master lever in the bridge centre.
Bridge Centre and Wings Control Transfer
Each telegraph transmitter on the bridge’s electrical shaft system is equipped
with three lamps and one TAKE OVER pushbutton for control transfer.
The pressing of the TAKE OVER pushbutton at any of the linked control
stations in the electrical shaft system selects that control station as master. As
the telegraph levers are already synchronised by the electrical shaft system,
there is no need for further alignments before pressing the TAKE OVER
pushbutton.
The lamps, fitted with a dimmer indicate which one of the three control
positions has been selected as the master control unit.
Emergency Telegraph System
For back-up communication of telegraph orders from the bridge to the
engine side local control stand in the engine room during local control,
the system is fitted with a separate emergency telegraph system, which is
completely independent of the DMS2100i bridge control system and the
normal communication telegraph levers.
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Deck Operating Manual
By means of a rotating selector switch and lamps for each telegraph order
the communication telegraph indicates the requested order. On the bridge the
switch is rotated to the requested order position, the lamp for the new order
will start flashing on the bridge, at the engine side the corresponding order
lamp will start flashing and an alarm will start sounding.
To accept the new order, the rotating switch at the local stand must be turned
to the corresponding flashing lamp, the lamp will change to a steady light
and the buzzer will stop.
DMS2100i Operational Description
Control Changeover
The main engine can be operated directly from the bridge panel, BRIDGE
CTRL. or the bridge wing positions, operating in parallel to the bridge centre,
using the telegraph levers, or it can be operated from the ECR panel, ECR
CTRL. using the telegraph receiver or manual control lever.
When BRIDGE CTRL. is selected, the main engine’s speed and direction is
controlled by the position of the bridge telegraph lever. The Gamma PLC,
located in the DMS2l00i main cabinet, converts the bridge telegraph lever
setpoint into a speed setting signal which is sent to the governor.
The control location can be transferred between ECR and bridge control, or
between bridge and ECR control, on request from either the bridge panel or
the ECR panel; control may be taken by the ECR panel without a request
from the bridge.
The control location making the request does not have to be the current
operating control location.
The control location (bridge or ECR control) requesting the new control
location (ECR or bridge control), must press the DMS panel key as follows:
• BRIDGE CTRL. if a change from ECR to bridge control is
requested
• ECR CTRL. if a change from bridge to ECR control is
requested
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As soon as the request for the control transfer is initiated from the bridge or
ECR, the buzzer in the bridge panel and the ECR panel will sound, and the
LED in the key for the new control location will start flashing, both on the
bridge panel and in the corresponding LED on the ECR panel. The buzzer
sound for control transfer alert is activated, making a repeated noise of two
beeps followed by a 5 second pause. The LED for the present control location
will remain with steady illumination until all conditions for the new control
location are fulfilled, then it will be switched off.
When the control transfer is acknowledged by pressing the flashing key on
the acknowledge location DMS Panel:
• BRIDGE CTRL. if an ECR to bridge control transfer is
acknowledged
• ECR CTRL. if a bridge to ECR control transfer is
acknowledged
The changeover handle in the ECR console is changed to the new control
position.
The flashing LEDs for the new control location will stop flashing and
change to steady illumination, the LEDs for the previous control location are
extinguished and the buzzers will stop.
(Note: The changeover display will only be shown if the DMS2100i basic
mode overview display is active. If the basic mode overview display
is not active pressing the ESC key several times will bring up the
outermost display level.)
The LEDs for the new control location will continue flashing until the
changeover request is either cancelled, or the telegraph levers have been
aligned.
If the request for control transfer is not acknowledged at the acknowledge
location, the request key at the request location can be pressed again to cancel
the changeover request. If the control location has not changed (telegraph
levers have not been aligned), the flashing LED is extinguished and the
buzzer is silenced.
Transfer of control does not place until the telegraph levers are aligned,
acknowledgement is received from the acknowledging location and the
changeover handle in the ECR console is changed to the new control
position.
Whether BRIDGE CTRL. or ECR. CTRL. is selected depends on the position
of the changeover handle placed in the ECR console.
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(Note: The position of the changeover handle always determines whether
the main engine is controlled from the BRIDGE CTRL. or from
the ECR CTRL. Consequently the engine staff are always able to
change the control position independently of the DMS2100i and the
navigators on the bridge.)
When ECR CTRL. is selected, the desired rpm is ordered by the bridge
through the telegraph system. After acknowledging the bridge telegraph
instruction the engine staff control the main engine’s speed and direction
manually via the manual control lever. Whether BRIDGE CTRL., ECR CTRL.
or the LOCAL CTRL. is selected depends on the position of the pneumatic
changeover handle, placed at the local emergency control stand.
(Note: The position of the pneumatic changeover handle determines whether
the main engine is controlled from the DMS2100i bridge control
system or from the local control stand in the engine room.
Consequently the engine staff are able to change from the remote
control position to local emergency control independently of the
DMS2100i system and the bridge personnel.)
Control Position Changeover by Request from the Bridge
If the bridge requires a change of control position, the key BRIDGE CTRL.
must be pressed if a change from ECR control to bridge control is required
or, if a change to engine room control is wanted the ECR CTRL. must
be pressed.
The LED in the new control position key will start flashing both on the bridge
and in the corresponding LED in the ECR panel. The changeover buzzer will
sound (2 short beeps - pause - 2 short beeps etc.). When the ECR personnel
acknowledge the changeover by pressing the flashing key on the ECR panel
and move the changeover handle to the new control position, the flashing LED
will change to steady illumination and the buzzer will stop.
If the telegraph levers are not aligned the ECR CTRL. LEDs will flash until
the telegraph levers are aligned or the request is cancelled. If the change
of location request is not acknowledged the key can be pressed again to
cancel the request.
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Deck Operating Manual
Change from Bridge Control to ECR Control
The indication LEDs for the control location at changeover from bridge
control to ECR control are indicated as follows:
• BRIDGE CTRL. LED, i.e. the old control location on the
bridge panel and the ECR panel are illuminated with a steady
light until transfer has taken place.
• ECR CTRL. LED, i.e. the new control location on the bridge
panel and ECR panel have slow flashing lights, if the telegraph
levers are aligned, until transfer has taken place or the request
is cancelled.
Control Position Changeover by Request from ECR
If the engine staff want to change the control position without a previous
request from the bridge, then the key BRIDGE CTRL. must be pressed if a
change from ECR control to bridge control is desired. If change from bridge
control to ECR control is desired the key ECR CTRL. must be pressed. In
both cases the changeover handle must also be moved to the new control
position. The LED in the new control position key will start flashing, both on
the bridge and in the corresponding LED in the engine control room panel.
The changeover buzzer will sound (2 short beeps - pause - 2 short beeps
etc.). When the bridge acknowledges the change by pressing the flashing
key on the bridge panel, the flashing LED will change to fixed light and
the buzzer will stop.
If the telegraph levers are not aligned the BRIDGE CTRL. LEDs will remain
flashing until the telegraph levers are aligned or the request is cancelled.
If the request is not acknowledged, the key can be pressed again to cancel
the changeover request.
Change from ECR Control to Bridge Control
The indication LEDs for the control location at changeover from ECR control
to bridge control are indicated as follows:
• ECR CTRL. LED, i.e. the old control location on the bridge
panel and ECR panel are illuminated with a steady light until
transfer has taken place.
• BRIDGE CTRL. LED, i.e. the new control location ion the
bridge panel and ECR panel are illuminated with a slow
flashing light if the telegraph levers are aligned until transfer
has taken place or the request is cancelled.
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Forced Changeover from Bridge Control to ECR Control
A forced changeover from bridge to ECR control occurs when the engineer
turns the changeover switch in the ECR console from bridge to ECR control
without a previous changeover request from the bridge.
The indication LEDs for forced changeover from bridge control to ECR
control are indicated as follows:
• BRIDGE CTRL. LED, i.e. the old control location on the
bridge panel and ECR panel are illuminated with a steady light
until transfer has taken place.
• ECR CTRL. LED, i.e. the new control location on the bridge
panel and ECR panel are illuminated with a flashing light and the
buzzer sounds until the bridge operator has acknowledged the
forced changeover. This is just to tell the bridge operator that the
control is no longer on the bridge, the bridge acknowledgement
has no actual influence on the changeover.
If telegraph levers are not aligned the ECR LEDs flash until the ECR engineer
making the forced changeover has aligned the telegraph levers.
Cable Failure on Telegraph Levers
The set point potentiometers on all telegraph levers are individually supervised
for cable failure, with an alarm for each potentiometer. In the event of cable
failure on one of the set point potentiometers involved in a control transfer, the
demands for alignment of the involved telegraph levers is cancelled.
It is not possible to transfer control to a control position which has cable failure
on the set point potentiometers, or other failures which make it impossible to
control the main engine from that particular control position.
Local Emergency Control
The LED for LOCAL CTRL. is switched on when either the pneumatic
changeover handle on the emergency control stand is changed to emergency
control or if the governor is disconnected from the fuel rack; the fuel rack is
connected to the regulating handwheel on the emergency control console for
speed control of the engine during emergency control.
The LED indicators on the BRIDGE CTRL. or ECR CTRL. keys are switched
off. From ECR control this changeover is done without any buzzer indication
and confirmation from the operator, but when changed from BRIDGE CTRL.
to LOCAL CTRL. the LED in the bridge panel LOCAL CTRL. key will
start flashing and the buzzer will sound until acknowledged on the LOCAL
CTRL. key to indicate to the bridge that BRIDGE CTRL. control is no
longer operative.
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Deck Operating Manual
Changing to local control at the emergency control stand means that the When the bridge wants to change to a new order the required panel key on the
DMS2100i system is unable to manoeuvre the main engine. bridge panel must be pressed. The LED in the panel key will start flashing,
both on the bridge and the corresponding LED in the engine control room
panel. The changeover buzzer will also sound and the LED indicating the old
Local Remote Control Transfer order will remain as a steady light.
To switch back to remote control, the LOCAL CONTROL ON feedback must When the engineer has pressed the flashing panel key the changeover buzzer
be deactivated and this will activate the buzzer in the ECR panel and the ECR will stop, but the LED will continue flashing until all the conditions for
CTRL. key will start to flash on all DMS panels. the order has been fulfilled. When the conditions for the order have been
fulfilled, the LED will switch to a fixed light, and the LED indicating the
To accept remote control the ECR CTRL. control key at the ECR panel must old order will be extinguished
be pressed. The buzzer will stop, the ECR CTRL. key will switch to steady
illumination, the LOCAL CTRL. key will switch off, and the REMOTE If the order is not acknowledged, the flashing LED in the key can be pressed
CONTROL ON lamp is illuminated. It is now possible to operate the main again to cancel the change of order.
engine from ECR or bridge control again.
(Note: Direct change from FWE to sea condition is disabled.)
The local/remote control switch on the engine is used to start block the main
engine, when it is in local control. As soon as the main engine is switched
back to remote control, the start blocking of the main engine is removed Conditions for Finished With Engine
and it is possible to start and stop the main engine from ECR or bridge
control panels again. The following conditions are necessary for FWE:
• Control air pressure off
Local/Remote Control Transfer to Bridge • Safety air pressure off
• Main start valve blocked
Control transfer from local to remote is normally acknowledged from the
ECR panel but it is possible to change directly from local to bridge control,
if the DMS loses contact with the ECR panel, e.g. due to a power failure Conditions for Standby
or cable failure to the panel. The DMS always supervises the panels and in
the event of a lost connection to the ECR panel it generates an alarm which The following conditions are necessary for standby:
enables control transfer directly to the bridge.
• Control air pressure on
• Safety air pressure on
Sub Telegraph
• Main start valve not blocked
The sub-telegraph is used to give an order to the engine staff. The sub- • Starting air distributor not blocked
telegraph is a one-way communication system, i.e. the bridge gives an order
and the engine staff acknowledge it by pressing the panel key associated with • Turning gear not engaged
the order. The following orders can be signalled:
Conditions for Sea-Condition
FWE: Finished with engine. The main engine is stopped, and
cannot be started.
The following conditions are necessary for sea-condition:
Standby: The main engine is ready or running but engine staff • Control air on
are needed on standby duty. • Safety air on
Sea Condition: The main engine is running normally and engine staff • Main start valve not blocked
are no longer required for main engine operations. • Starting air distributor not blocked
• Turning gear not engaged
There will always be one of these orders present in the system.
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 Johannes Mærsk
(Note: The conditions for the subtelegraph can be customised from the
customising tool.)
Main Engine Start/Stop
Automatic Bridge Control
When BRIDGE CTRL. is selected and the system is not in FWE mode;
starting, stopping and control of the main engine speed is controlled by the
position of the bridge telegraph handle.
Moving the telegraph handle from stop to ahead or astern will cause the
starting sequence to be activated, i.e. starting air will be supplied until the main
engine rpm has reached starting level. At this point starting air is removed and
fuel is supplied for approximately 8 seconds at a preset speed setting level. If
the rpm is increased in this period the start is considered successful and the
rpm is set to the telegraph set point value (except when limits are set by a
slowdown, load program, or other limiting programs.)
If the main engine start attempt failed, a new repeated start will automatically
be executed after a delay of 8 seconds. After three failed start attempts a start
blocking occurs, and the bridge has to move the telegraph handle to the stop
position before a new start can be performed.
If the main engine is ordered to move in the opposite direction whilst still
rotating, starting air will not be supplied until the engine’s speed has decreased
below the reversing level. This may take several minutes depending on the
ship’s speed, propeller size, loading condition and other ship parameters.
The speed may be set to any speed on the telegraph scale, eg. dead-slow,
slow, half and full in both directions, in addition to stop.
Manual ECR Control
When ECR CTRL. is selected the starting, stopping, reversing and speed-
control of the main engine is handled from the ECR telegraph handle located
in the engine control room control console.
When the bridge requests a speed change the main engine direction and
speed is altered by moving the bridge telegraph control handle to the desired
position and this will initiate the telegraph alarm. An engineer in the ECR
moves the ECR telegraph handle to the same position as that of the bridge
telegraph. This performs the necessary speed and direction change and at the
same time acknowledge the telegraph alarm.
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Deck Operating Manual
Start Blocking Slow Turning
If the engine is not ready for start, i.e. it is start blocked, the START BLOCK Slow turning of the main engine is normally used before the engine is started
LED on the panel is illuminated and a <Startblock> indication is displayed after a prolonged period of standstill and is done by turning the engine for 1-2
at line two of the Start/Stop control display, i.e. on the line above the soft revolutions on reduced starting air.
keys. When the engine is ready for start, the indication change to either
<Stopped> or <Slowt. Req.> indicating if the next start will be with or The engine is automatically slow turned when it has been stopped for more
without slow turning. than 30 minutes, by releasing the governor stop and activating the start valve
and stop valve as for a normal start. At the same time the slow turning valve
Start blocking is activated by the following: is activated. When the engine has turned a of minimum 1.5 revolutions
the slow turning valve is released and the start sequence continues as a
• Main engine local control on
normal start sequence.
• Main engine safety system shutdown or emergency stop
• Start failure (start air time-out or maximum number of failed If the slow turning is not completed within a preset time the engine is stopped
start attempts) again by activating the governor stop and deactivating the start valve. A ‘slow
turning timeout alarm’ is released giving a start blocking which must be reset
• Slow turning failure (time-out) by the operator before a new start attempt can be executed.
• Main start valve blocked
Slow turning can be cancelled from the DMS panel on the bridge manoeuvring
• Start air distributor blocked
console by pressing SELECT, ENT then S3.
• Turning gear engaged
• Control air pressure low
Start/Stop
• Safety air pressure low
The engine is started by releasing the governor stop and activating the start
• Start air pressure low valve and the ahead direction valve (or the astern valve if reversing), whilst
• Auxiliary blowers not in automatic the stop valve is still activated. When the engine rpm passes the firing speed
limit the start and stop valve is deactivated and, after the stabilising time has
• Engine running
expired, the ahead direction valve is deactivated (or astern valve if reversing)
Reversing and the engine is running.
During a normal ahead (or astern) start from standstill, the DMS will activate
Crash Stop
the main engine ahead (or astern) reversing valve together with the start
valve when the bridge telegraph handle is moved to an ahead (or astern)
The preconditions for a crash stop detection is that the telegraph lever set
start position.
point must have been above 75 rpm ahead for more than 60 seconds when the
operator makes a reverse order to more than 20 rpm astern. The telegraph lever
The ahead (or astern) valve will activate the pneumatic cylinders used to
set point must be below 75 rpm ahead again for more than 15 seconds before
reverse the camshaft roller guides and also reverse the starting air distributor.
the preconditions for detection of a crash stop is reset again. The crash stop
condition is then maintained until either the astern set point order is moved
Pneumatic interlocks on the engine ensure that starting air is not supplied
below a speed of 10 rpm astern, or the actual rpm comes within 5 rpm of the
to the engine before the starting air distributor is reversed to the correct
astern set point limit of 20 rpm, or a maximum time-out of 300 seconds.
position.
(Note: The speeds and times are adjustable.)
All camshaft roller guides will not be completely reversed before the engine
starts turning on starting air so there are no interlocks from the camshaft
When the operator initiates a crash stop, the DMS will activate the governor
roller guides to the DMS.
stop and stop valve to stop the engine. When the propeller speed has dropped
below the reversing level of 20-25 rpm the astern valve will be activated to
reverse the engine and, after a further 5 second delay the governor stop is
released and the start valve will be activated to brake the ahead turning of the
engine and start it up in the astern direction.
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When the engine speed rises above the firing speed in the astern direction, the
start and stop valves are released and the engine starts up on fuel.
After an 8 second stabilising time the astern valve is deactivated and a further
8 seconds later the cancel limits to the governor is deactivated.
Repeated Start
If the start attempt is unsuccessful a second start attempt is initiated and
<REP.START> is indicated in the display and a repeated start alarm is
released.
When the engine speed drops down below the firing speed the stop valve,
governor stop and governor cancel limits is activated, a <Repeated start
alarm> is released, and after a 6-8 second time delay a new start is initiated
releasing the governor stop and activating the start valve again.
If the engine stops again after the maximum number of start attempts
(normally three), the start sequence is terminated with an alarm for three start
attempts and a start blocking, which must be reset by putting the telegraph
lever to the stop position before any further start attempts can be made.
Main Engine Shutdown
The DPS2100 safety system takes care of the engine shutdown in case of a
shutdown, overspeed or emergency stop alarm by activating the emergency
stop valve directly. All the shutdown inputs are connected directly to the
DPS, and then sent as group alarms to the DMS, for indication on the
DMS panels.
Two keys on the DPS panel are used for the following functions:
• SHUT DOWN indicating shutdown activated (steady light) and
activates the shutdown status list display
• SHUTD. CANCEL indicating shutdown prewarning (flashing
light) or activates and indicates if the shutdown is cancelled
(steady light)
At the DMS panels on the bridge and in the ECR, the shutdown information
is shown on similar keys, corresponding to the two keys on the DPS 2100
panel in the ECR.
In case of a shutdown, operators at the bridge and ECR get a shutdown
prewarning alarm before the shutdown is executed by the safety system.
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During the prewarning delay for the shutdown, the LED in the SHUTD.
CANCEL key on the DMS panel will flash. After the prewarning delay
time-out, the LED in the SHUT DOWN key on the DMS panels changes to
steady illumination and the main engine is stopped by the safety system.
To silence the alarm buzzer the STOP HORN key must be activated, and to
acknowledge the alarm the ALARM ACKN. key is pressed. If more alarms
are present, the ALARM ACKN. key is pressed again until all alarms are
acknowledged.
During the prewarning delay the operator is able to cancel/override the
shutdown, by pressing the SHUTD. CANCEL key; then the LED at the key
changes to a steady red light.
If the engine is already stopped, before the SHUTD. CANCEL key is activated
the shutdown must also be reset before it is possible to start the engine again.
To remove the cancel/override shutdown function, the SHUTD. CANCEL key
must be activated once more.
When the shutdown memory has been activated, the reason for the shutdown
must be removed and the shutdown reset, before a new start of the engine is
possible. When the reason for the shutdown has been removed, the shutdown
must be reset from the operating control location. When in bridge control the
bridge telegraph must be placed in the STOP position to reset, in ECR control
the manual control lever must be placed in the STOP position to reset, and
in local emergency control the regulating handle must be put to the zero fuel
index position to reset the shutdown.
The emergency stop function is also a part of the safety system with
independent pushbuttons on the bridge and in the ECR, each wired in parallel
to the safety system.
Activation of one of the pushbuttons will cause an emergency stop of the
engine even if the panel is not in control.
When the engine has been stopped by use of the emergency stop function
restart of the engine is blocked until the emergency stop pushbutton has
been released again and the shutdown memory is reset from the present
control location.
Main Engine Slowdown
The main engine slow down system is an integrated part of the DMS system.
The slowdown inputs are connected directly to the DMS.
The slowdown information is shown on three keys at the DMS panel, both on
the ECR and on the bridge. It is also possible to see the status information
about each slow down on the slowdown status display. The slowdown inputs
are treated like an alarm input to the alarm system.
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Deck Operating Manual
The three keys on the DMS Panel are used for the following functions:
• SLOW DOWN key indicates slowdown activated (steady
light), and activates the slowdown status list display
• SLOWD. CANCEL key indicates slow down prewarning
(flashing light) and indicates if the slowdown is cancelled,
• SLOWD. RESET key activates reset of the slowdown memory.
In the event of a slowdown the operator at the bridge and/or ECR receives
a Slowdown prewarning alarm, before the slowdown is executed by the
DMS system.
During the prewarning delay for the slow down, the LED in the SLOWD.
CANCEL key on the DMS panel will flash. After the prewaming delay time
out, the LED in the SLOW DOWN key on the DMS panel will change to
a steady light, and the main engine rpm set point will be reduced to the
slowdown level by the DMS set point system.
To silence the buzzer the STOP HORN key must be activated, and to
acknowledge the alarm the ALARM ACKN. key must be pressed.
During the prewarning delay the operator is able to cancel/override the
slowdown by pressing the SLOWD. CANCEL key.
To remove the cancel/override slow down function, the SLOWD. CANCEL
key must be activated once more.
When a slowdown has been activated, the reason for the slowdown must be
removed and the system reset before the load on the engine can be increased
to the command level.
When the reason for the slowdown has been removed the slowdown memory
is reset by pressing the SLOWD. RESET key on the DMS panel, or by
moving the set point lever in command down below the limit for slowdown
and then increase again. A slowdown is also reset if the engine is stopped by
putting the telegraph lever in the stop position.
Set Point System
The set point system converts the potentiometer set points from the telegraph
levers mounted on the bridge and in the ECR, to main engine rpm set point
output for the governor. This conversion is done in accordance with the speed
request curves set up in the DMS system.
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Set Point Lever Adjustments Slow Turning
If the engine has been stopped for longer than a preset period (adjustable) a
It is possible to adjust the following set point inputs but adjustments are slow turning is initiated by the control system upon the next start.
password protected and must only be made by approved personnel:
The DMS monitors slow turning by counting the speed pulses and if the
1. Telegraph lever rpm set point (bridge)
crankshaft does not achieve the desired full revolution within 30 seconds the
2. Telegraph lever rpm set point (ECR) slow turning failure alarm is initiated. Slow turning failure results in a start
interlock. Acknowledging the alarm at the operating panel resets the interlock
and enables a new slow turning or engine start to be activated.
Main Engine RPM Governor Set Point
(Note: If slow turning failure occurs the engine must not be started until the
The main engine rpm is controlled by an electronic governor. The input to
reason for failure has been determined and corrected. In an emergency
the electronic governor is normally a 4-20 mA current signal corresponding
to the requested rpm range. Adjustment must only be made by approved situation the start interlock can be cancelled by the cancel limits at
the bridge panel and the engine can be started.)
personnel.
Automatic Start of the Engine
Slowdown RPM Set Point
The engine may be started in automatic mode if the BRIDGE CTRL. or
When the main engine slowdown is active, the rpm set point is limited to the ECR CTRL. has been selected at the main panel. When the engine has been
adjustable slowdown limit after a certain time delay (adjustable). prepared for sea and no start interlock is active the engine may be started via
one of the telegraph units in the ECR or on the bridge.
RPM Set Point Slope Start interlocks are activated by the following conditions:
Acceleration and deceleration slope rates are specified by a fixed setting • Starting air pressure low
adjustable by the customising tool, and specified in shaft rpm/sec. • Turning gear engaged
Critical Speed Protection • Line break of valves
• Loss of automatic power signal
The critical speed function prevents the main engine from running inside a
predefined speed window, the barred speed range, where the engine is not • Loss of manual power signal
allowed to run due to crankshaft torsional vibration. • Loss of sensor power signal
• Actuator blocked
Governor Output Scaling
• Electronic governor fault
To make it easier for the engineer to readjust the rpm output for the governor, • Serial interface from the VIT module to governor lost
the DMS allows for rescaling from the DMS panel (password protected), • Safety system off
where it is possible to adjust the rpm set point/mA relationship for the
following five values: • Serial interface to safety system lost
• Slow turning failure
1. Minimum rpm, e.g. 20 - 25 %
2. Dead Slow or Slow rpm, e.g. 25 - 40 % • Plant interlock
3. Half Ahead rpm, e.g. 45 - 55 % A start interlock is alarmed and indicated at the control panels on the bridge
4. Full Ahead rpm, e.g. 75 - 85 % and in the ECR.
5. Maximum rpm, e.g. 100 - 105 %
A start is carried out by moving the lever of the active telegraph unit from
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.
Auxiliary blowers are preselected by the DMS when the engine is ordered
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Deck Operating Manual
to start. A further start sequence only proceeds when at least one auxiliary
blower sends an ON signal.
The start sequence energises the start solenoid valve and the start ahead or
astern solenoid valve. This activates the starting air distributor, repositioning
it if necessary. Air supply to the cylinders is initiated and the engine will
begin to turn on starting air.
When the DMS senses the correct rotational speed (in the required direction)
the DMS enables fuel admission by de-energising the FUEL ZERO ORDER
and the GOVERNOR STOP signals. The engine then runs on starting air
and fuel.
When the ignition speed is exceeded the starting air is shut off by de-energising
the start cut-off valve and the engine runs on fuel only. The start and start
ahead, or start astern valves remain open and any necessary restart is activated
by the start cut-off valve only. At the end of the start settling period, (about 6
to 8 seconds when the possible need for a restart has passed), the start and start
ahead, or start astern valves are de-energised, causing the main start valve to
close. Some 3 seconds later the start cut-off valve is de-energised.
The DMS allows for 3 attempts to start the engine at any start request.
After the start settling period has expired the DMS accelerates the engine
to the telegraph set point by adjusting the fuel supply according to preset
rates. When decelerating the engine the fuel supply is adjusted according
to similar set rates.
Failure To Start
If the engine fails to start when the starting sequences is initiated the following
measures are taken.
If no engine speed is sensed within the maximum starting time the start
valve is de-energised and the START FAULT alarm is triggered on the
operating panels.
If the engine turns but does not reach ignition speed or falls below ignition
speed again, the REPEAT START alarm is triggered and two further attempts
at starting are carried out. If these attempts fail the START FAULT alarm
is triggered.
If the engine exceeds the ignition speed but stops within 20 seconds, a further
start attempt takes place. Another attempt may also take place if this fails to
produce the desired speed. If the engine stops unintentionally after this time
the ENGINE STOPPED alarm is triggered.
The START FAULT and ENGINE STOPPED alarms are automatically reset
when the active telegraph lever is moved to the stop position.
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Restarting the Engine in the Same Direction
When the active telegraph lever is moved to the stop position the Fuel Zero
order is energised. If the active telegraph lever is moved out of the stop
position to a position in the same direction as the engine is turning and 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
admission to the engine is allowed.
If the engine has stopped or is turning at a speed below the ignition speed a
normal automatic start is carried out as described above.
Similar conditions apply for deceleration but the rates for deceleration are
different from those for acceleration.
Barred Operating Speed Ranges
Under normal main engine operations there are no barred speed ranges.
Deck Operating Manual
Three keys on the operating panels are provided for additional telegraph
functions, these being: Slowdown
Finished with engines (FWE) 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
Standby
slowdown level is set by means of a parameter and it acts as a limitation
Sea mode (run up)
for the speed set point in the ahead and astern directions. Indications on the
bridge and ECR DMS panels show:
Commands which are given at the bridge panel have to be acknowledged
at the ECR panel. Unintentionally given commands at the bridge operating
panel pushbuttons can be cancelled by pressing the pushbutton again as these A Slowdown is Requested (ECR Panel)
have an on/off function. The speed value which is requested from the telegraph (bridge panel).
FWE can only be ordered if the control lever is in the stop position and the
main engine has already stopped. Bad Weather Condition
Bad weather speed limitation is intended to prevent engine shutdown due
The condition sea mode will automatically be cancelled when FWE is to overspeed. If the engine speed reaches approximately 105% of the set
ordered. speed three times or more within two minutes the speed set point value is
Sensing of Engine Speed automatically limited to a value of approximately 85%.

Governor Speed Set Point
The position of the telegraph handle creates the desired value in the form of
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.
The telegraph lever covers the range between stop to full ahead (and full
astern). When manoeuvring mode is selected, the speed set point is limited to
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 operating panel on the bridge. 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 minimum speed or above the
rated speed. Fine adjustment is only active in the ahead direction and is
automatically cancelled if the telegraph control lever is moved more than
± 3% out of its momentary position. It is automatically cancelled when the
control lever is set to stop or astern.
There are four different modes of behaviour for increase of the speed set
point relative to the lever travel.
• Linear for ahead and astern range
• Non-liner for ahead and linear for astern
• Non-linear for astern and linear for ahead
• Non-linear for ahead and astern
Subtelegraph Commands
Engine speed sensing is done by the VIT unit and speed values are transferred
from the VIT to the DMS by means of a serial communication line.
For safe and reliable operation of the engine three speed threshold values
are defined.
The RPM is Above Ignition Speed
This value is important for the start procedure as it defines fuel admission
and the cut off of starting air.
Overspeed
This is essential for engine safety and if the engine speed exceeds this value
the engine is stopped immediately.
Bad Weather Speed Limitation
A reduced maximum speed is defined to prevent excessive engine racing in
bad weather because the propeller comes out of the water frequently.
The above values are adjustable.
Main Engine Limitations
To protect the propulsion plant against damage caused by events such as
overload, faulty operating conditions or heavy sea states, the DMS or Engine
Safety System (DPS) automatically activates limitations. The individual
limits are set by the respective parameters and ramp functions control the
acceleration/deceleration program.
The condition is indicated on the bridge and ECR operating panels. The
limitation remains active until the telegraph lever is moved to a position
representing a speed value below the speed limit value.
It is possible to suppress the bad weather limitation using the menu item Bad
Weather Monitoring on the control panel.
Manual Limitations
It is possible to activate a limitation manually at the ECR panel by pressing
the pushbutton RPM LIMIT and using the cursor keys on the ECR DMS
panel to define the desired manual speed limit. The pushbutton is illuminated
and the text SPEED SET LIMITED is displayed.
Engine Supervision
The DMS carries out supervision of the engine pneumatic system, the fuel
rack and the functioning of the operating control modes;
• Feedback of the control modes
• The start sequence
• The stop sequence
• The reversing sequence
• The unintended engine stop
Other operating data for the engine such as lubricating oil and cooling water
are monitored by the DPS and UMS systems.

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 Johannes Mærsk Deck Operating Manual
Starting Air Unintended Engine Stop
An analogue input channel is provided for starting air pressure and loss of air
If, after a successful start (the engine operates for at least 20 seconds after
pressure will produce an alarm condition which will be displayed at the DMS
reaching the start settling time) or during normal engine operation, the engine
panel in the ECR and on the bridge. A start interlock will also be activated
speed falls below the ignition speed and the engine stops without an active
when operating in automatic mode from the bridge.
stop command. The alarm is triggered and the ENGINE STOPPED signal is
displayed at the DMS panel. The alarm is reset by moving the active telegraph
Feedback of the Active Control Mode lever to the stop position.
The following inputs are provided for control mode feedback:
• Automatic control selected System Supervision and Fault Indication
• Manual ECR selected The DMS hardware and peripherals are constantly monitored by the DMS
• Local engine control selected in order to identify any faults which might develop. Supervision is carried
out for:
The selected and activated control mode is indicated
• The bridge telegraph and ECR telegraph
• At the local control box
• The speed sensing circuit
• At the ECR sub panel
• The electronic governor
• At the displays of the DMS panels
• The auxiliary voltages
An alarm is triggered when: • The solenoid valves
• The internal analogue/digital as well as the digital/analogue
1. The DMS is on bridge control mode but the signal disappears
converters
after initial successful transfer.
• The memory check
2. The DMS is on automatic ECR control mode but the signal • The computer cycle
disappears after initial successful transfer.
If a fault becomes active it will be sensed by the DMS and this triggers
Start Sequence audible and visual alarms; these are indicated at the operating panels on the
bridge and in the ECR. The audible alarm is only activated at the station
The automatic start sequence has already been described. A start failure will in control.
trigger an alarm at the DMS panels after:
To comply with classification society rules, the system freezes the momentary
1. The first start attempt without any restart if no speed impulses operating conditions as far as possible.
have been sensed.
In a frozen condition the operator has to transfer control to manual mode in the
2. The third attempt when the engine was not able to reach ECR or at the local station. A reset can only be done in manual mode.
minimum speed and remained turning on air.
The above is a description of the features of the engine manoeuvring system.
For details of the operation of the control system see section 3.1 Control
3. An existing start failure is output to the EMS system. A start
System in the Machinery Operating Manual.
failure has to be reset by moving the telegraph lever to the
stop position.

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 Johannes Mærsk Deck Operating Manual
7.4.2 MAIN ENGINE - PROCEDURES A similar procedure is used when arriving in port except that the FINISHED Alarm List
WITH ENGINES condition is selected when manoeuvring is complete.
There are two main parts to the engine bridge control system, the telegraph The alarm list is selected and displayed. Every alarm is shown with its
and the operating panel. current state.
Procedure for Using the Operating Panel
The following alarm states are possible:
The Telegraph The DPS 2100 operating panel provides the following operating facilities:

The main engine is manoeuvred at the bridge control station using the
telegraph. When in bridge control mode the engine will operate automatically
in response to a control signal from the bridge telegraph or one of the bridge
wing telegraphs. By pressing the TAKE OVER button at the required bridge
wing consoles either of the wing telegraphs may be selected or deselected.
Engine operating conditions may be changed at the DMS2100i control panel
if required; control of the engine may be switched between bridge and engine
room using this panel.
Procedure for Manoeuvring the Engine from the Bridge when Leaving Port
a) Check with the engine room that all systems are operational
and that the engine can be manoeuvred and controlled.
b) At the operating panels on the bridge and in the ECR ensure
that BRIDGE CONTROL is selected.
c) At the operating panel check that the correct operating program
for the engine has been selected and that MANOEUVRING
mode is selected.
d) Check that all engine systems are within correct limits and that
no alarms are present.
e) Confirm with the engine room that all other systems, eg
steering gear and thruster units, are operational.
f) Select STANDBY condition when ready for engine
manoeuvring.
g) Move the telegraph lever to the appropriate positions for ahead
or astern movement as required.
h) When manoeuvring is completed and the ship is clear of
pilot restrictions, select SEA MODE and move the telegraph
transmitter to the required position. The load program will
now bring the engine up to the demand speed over a pre-
programmed time period. The LIMIT CANCEL button will now
flash continuously. Do not press LIMIT CANCEL otherwise
the engine will immediately accelerate/decelerate to the speed
setting.
Illuminated EMERGENCY STOP pushbuttons, located in the wing consoles
and on the bridge console.
Emergency Stop
The emergency stop pushbuttons are wired in parallel with one contact on each
directly to the emergency stop solenoid. A second contact on each pushbutton
is wired to the DPS 2100 as an individual digital input. A collective output is
wired to the emergency stop solenoid.
Pressing any EMERGENCY STOP pushbutton leads to an immediate stop of
the engine. The emergency stop is recorded in the DPS 2100 and indicated on
the display of the operating panel.
In addition, SHUTDOWN ACTIVE is displayed on the display screen and the
LEDs ALARM and the LED in the button SHUTD. ACTIVE are illuminated.
As the emergency stop pushbuttons are mechanically built as switches, the
stop order remains active until the pushbutton(s) used for an emergency stop
are pressed again to switch off. When the emergency stop is switched off,
the shutdown has to be reset.
Operating and Indication Panel
The operating panel provides a number of keys which allow communication
with the DPS 2100. The keys are directly functional or used to select menus
and lists.
Audible Acknowledge
Any alarm leads to an audible signal at the control/indicator panel from which
the ship is being operated. This also applies to the acknowledgement of this
signal. Pressing the button STOP HORN acknowledges the audible alarm
and switches off the buzzer.
Selecting the Alarm List
Any alarm is recorded in the alarm list. For the visual acknowledgement
of the alarm the alarm list must first be selected. This is done by pressing
the key:
Alarm State Display
Alarm active non-acknowledged: Alarm symbol light flashing
Alarm active acknowledged: Alarm symbol light steady
Alarm gone acknowledged: Alarm symbol light extinguished
Alarm gone non-acknowledged: Alarm symbol light flashing
If there are unacknowledged alarms, the first one is shown on the display
and can be visually acknowledged. If this is done, the display switches to
the next unacknowledged alarm and so on, until all unacknowledged alarms
are acknowledged.
The cursor keys are used to scroll up and down the alarm list. The alarm
indications can be displayed one after another, until START OF LIST is
displayed in line two, or END OF LIST is displayed in line four. These
are the limits of the alarm list. If there is only one alarm in the list, the
scroll function is ineffective. If the alarm list is empty, the message NO
ALARMS is displayed. To leave the alarm list the ESC button must be
pressed. Following this instruction, the indication previously shown on the
display appears again.
If critical operating states occur during the presence of the alarm list on the
display, then the list immediately disappears and the corresponding critical
operating states are shown on the display.
(Note: If the operator does not intervene further, the system display is
automatically shown after expiry of the time out interval. In default,
the time out is 10 minutes.)
Visual Alarm Acknowledge
For visual acknowledgement of an alarm, the alarm list has to be selected. An
unacknowledged alarm is indicated by the flashing state indication in front
of the alarm text. The alarm is visually acknowledged by pressing the key
ALARM ACKN. This provides visual acknowledgement of the alarm.
If the alarm state was ALARM ACTIVE NON-ACKNOWLEDGED, the state
display turns to ALARM ACTIVE ACKNOWLEDGED with the steady state
light indication in front of the alarm text. Where more unacknowledged alarms
are present, the display switches automatically to the next unacknowledged
alarm. Otherwise the display remains in the actual position.

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

Maintenance In this case dimming is not possible.

To alter operating panel settings the MAINTENANCE. key must be pressed.
This activates the maintenance mode and following the pressing of the key a To leave the Dimmer/Contrast menu the ESC button must be pressed. The
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
particular functions are described as follows:
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
the display. With every key stroke the brightness changes to the next step
in the circle, i.e. 0, 1, 2, 3 ... 15 and back to 0, where 0 is the lowest and
15 the highest brightness.
To leave the maintenance menu the ESC button must be pressed. Following
this instruction, the information shown on the display, before the ESC key
was first pressed, appears again.
(Note: If the operator does not intervene further, the system display is
automatically shown after the display time out.)

S2. Pressing the key S2 sets the basic brightness of the display background
light. There are 15 steps available. The actual level is indicated in the
display. With every key stroke the brightness changes to the next step 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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 Johannes Mærsk Deck Operating Manual
Illustration 7.4.3a Bow and Stern Thruster Control AC POWER FAIL
DC POWER FAIL
STERN THRUSTER

CONT STATION

Continuous OIL LOW LEVEL

OIL PRESS LOW
OIL PUMP OVER LOAD
DRIVE MOTOR START FAIL
READY TO START
DRIVE MOTOR FULL LOAD
W/H WING
THRUSTER
REQUEST

CONT MODE

Mode Change Non - Follow

DRIVE MOTOR OVER LOAD
DRIVE MOTOR TRIP PITCH REDUCED
NON
FOLLOW
UP
FOLLOW
UP
EMERGENCY
STOP

Wheelhouse
Over Switch Control Switch
FEED BACK ABNORMAL
SYSTEM ABNORMAL

LOAD INDICATOR
10 5 0 5 10

MSB Breaker Load

LAMP BUZZER PORT STBD
DARK BRIGHT BUZZER STOP
TEST ALARM
RESET

Stern Thruster
0

BOW THRUSTER CONTROLLER OPERATION MODE 5 5 BOW THRUSTER CONTROLLER

Stern Thruster Indicator Non - ALARM

CONT
POWER
ON/OFF
STOP
RESET
OIL
PUMP
START/
RUN
THRUST
START/
RUN
ALARM

Motor 1,100kW
10 10
EMERGENCY EMERGENCY
STOP STOP

Follow Follow
CAUTION PORT STBD

Feeder
1.DO NOT USE THE THRUSTER OVER 5 KNOTS
PITCH INDICATION TO AVOID A VIOLENT VIBRATION PITCH INDICATION
PORT STBD

Bosun's Store
2.SET THE CONTROL LEVER AT THE SAME
10 5 0 5 10 POSITION AS ORIGINAL TO KEEP A
CONSTANT PITCH WHEN CHANGING OVER
10 5 0 5 10
THE CONTROL STATION

Up Up Port Stbd 5
0
5
KAWASAKI 5
0
5

440V Distribution
LAMP BUZZER heavy industries, ltd. LAMP BUZZER
DARK BRIGHT BUZZER STOP DARK BRIGHT BUZZER STOP
TEST ALARM TEST ALARM
RESET RESET

10 10 10 10

3 Phase Board
Control
440V 60Hz
Position Starboard
MSB Breaker Port
Selection Bridge Wing
Bow Thruster Bridge Wing
Feeder Overload Hydraulic Starter
Control Mode
Protection
Changeover
Variable Setting

+
-
Amplifier Overload
Protection
Cancel
Port
Amplifier Maximum
Limit

PT100
Temperature
Sensors for Hydraulic Power Pack
Motor Windings

Starboard
Transformer Amplifier Maximum
Load Star Connection Zero
Limit
Signal Contactor Pitch
Start
Interlock
Motor Heater
Current/ Main Circuit Bow
Signal Breaker Thruster Motor Blade Position Contro
Converter 1,100kW Distribution Block
and Solenoids

Starting Circuit
Pitch Signal
Breaker
Blade Angle
Transmitter

Motor
Current PT100 Port Max. Stbd Max.
Zero Pitch
Sensing Temperature Pitch Pitch
Detector
Sensors Detector Detector

THRUSTER UNIT
Starting Transformer

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 Johannes Mærsk Deck Operating Manual
7.4.3 BOW AND STERN THRUSTERS propeller parts, is connected to the thruster tube by bolts and this assures easy Procedure for Operating the Thruster Units
overhauling of all parts inside the tube.
Bow Thruster Manipulation of the switches and thruster components is normally only
Pressurised oil from the solenoid valve is fed to the hydraulic servomotor undertaken from the bridge either at the wheelhouse control stand or the
Maker: Kawasaki Heavy Industries through the pipes in the propeller shaft, resulting in the reciprocating control stands on the bridge wings. The main switch at the motor control
No. of sets: 1 movement of the servomotor piston. This movement of the piston is converted panel should be set at REMOTE in order to allow for this.
Type: Kawasaki KT-130B3 into rotary movement of the blades by the sliding block mechanism. The vent
side of the servomotor piston drains, via the solenoid valve, to the oil bath
Power: 1,100kW Starting
in the thruster body. From this pressurised oil bath, oil returns to the header
tank. The main actuator power pack pump takes oil from the header tank and a) At the wheelhouse thruster console press the CONT POWER
Stern Thruster supplies it to the thruster unit via the solenoid control valves. The hydraulic (ON/OFF) pushbutton. The indicator lamp will light up.
power pack unit provides oil under pressure and this is used to change the
Maker: Kawasaki Heavy Industries pitch of the thruster unit blades. b) In the operation mode area press the OIL PUMP START/RUN
No. of sets: 1 pushbutton. The indicator lamp will light up and the hydraulic
Type: Kawasaki KT-130B3 A shaft sealing mechanism is attached to the gear case in order to prevent oil pump will start.
leakage of oil out of the system.
Power: 1,100kW
c) Press the THRUSTER REQUEST pushbutton, the power
The thruster proper takes 350 litres of oil and the gravity tank 80 litres. A managment system will determine if there is sufficient power
INTRODUCTION hand pump is provided for draining the thruster unit. currently available. If there is insufficient power additional
generator engines will be run up and synchronised onto the
The purpose of the thruster units is to turn the ship when operating at slow main switchboard.
speeds or when not under way, to keep the ship in position in a cross wind Lubricating Device
and to move the ship towards or away from a mooring position as required. d) In the operation mode area press the THRUSTER START/RUN
The thrust is produced by rotation of a propeller unit which is housed in a The bevel gear and all the bearings inside the gear case are lubricated by
pushbutton. The system will check if the pitch of the blades is
transverse cylindrical ducting; the propeller unit being rotated by means of a the bath lubricating method.
zero and if it is not, zero the blade angle by means of the control
vertical electric motor via bevel gears. The propeller blade pitch is controllable dial. The thruster motor will now start, the indicator lamp will
in order to obtain the desired magnitude and direction of thrust. The lubricating oil in the gear case is slightly pressurised by the connection
flash as the thruster runs up to full speed and will change to a
with the gravity tank which is provided above the water surface to prevent sea
constant indication when the thruster is available.
The thruster comprises of a number of separate sections: water from leaking into the oil system.

• The electric motor unit with drive shaft and bevel gearing
driving the propeller unit hub
• The propeller unit with blades mounted in the hub
• The hydraulic unit which changes the pitch of the propeller
blades
• The control system which regulates the blade pitch in accordance
with demand from the bridge
Side Thruster Unit
Power is transmitted from the electric motor through the flexible coupling,
input shaft and bevel gears to the propeller shaft, rotating the propeller in
a constant direction.
The propeller part consists of four propeller blades, a propeller hub with
a hydraulic servomotor and the sliding block mechanism. The propeller
blades are connected to blade carriers by blade bolts and this assures easy
exchange of blades in the thruster tunnel. The gear case, which carries the
Operating Limits
The thruster units must operate within specific limits of draught and speed.
The draught of the ship at the thruster must exceed 4.1m and the ship must
not be operating above 5 knots. If the limit in either case is exceeded there
is a risk of air being drawn into the thuster unit and this can result in blade
cavitation or vibration. Air being drawn in is marked by a change in load on
the thruster and by hunting of the main motor ammeter.
The main motor must only be started when the blades are in the neutral zone
(zero pitch) or in the allowable zone (blade pitch of +3° or -3°). The system
is interlocked to prevent the main motor from starting if the blade pitch is
outside the set limits. Interlock switches also prevent the main motor from
starting if the cooling fan has stopped, if the power pack gravity tank level is
low or if the control oil pressure is low.
Five starts per hour of each thruster unit is allowed, with two consecutive
starts if the starting transformer is in a cold condition. The time taken for each
motor to run up to full speed is 12 seconds.
The follow up indication in the cont mode area will be lit. This
means that control is via the pitch direction handles. Selection
of the ‘non follow up’ mode allows the pitch direction via
the pushbuttons in an emergency. This function is not available
on the bridge wings.
e) To transfer control to either bridge wing, select WING in the
cont station mode area. At the required bridge wing control
station press the CONT HERE pushbutton. It is possible to
transfer control while there is pitch on by ensuring that the
bridge wing pitch control handle corresponds to the wheelhouse
pitch control handle.
When in bridge wing control, it is necessary to pass control
back to the wheelhouse before the opposite bridge wing can
be selected for control.
f) When the main motor is running the blade pitch may be
changed by means of the control handle on each thruster, the
angle of the blades is indicated on the pitch LCD indicator.

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 Johannes Mærsk Deck Operating Manual
Illustration 7.4.3b Thruster Control Panels

STERN THRUSTER

AC POWER FAIL CONT STATION

DC POWER FAIL
THRUSTER
OIL LOW LEVEL W/H WING REQUEST

OIL PRESS LOW

OIL PUMP OVER LOAD READY TO START
DRIVE MOTOR START FAIL DRIVE MOTOR FULL LOAD
DRIVE MOTOR OVER LOAD CONT MODE
STERN THRUSTER CONTROLLER
DRIVE MOTOR TRIP PITCH REDUCED EMERGENCY
NON
FOLLOW STOP
FOLLOW
UP
UP ALARM
EMERGENCY
STOP

FEED BACK ABNORMAL

SYSTEM ABNORMAL PITCH INDICATION

10 5 0 5 10
LOAD INDICATOR
10 5 0 5 10 0
LAMP BUZZER PORT STBD 5 5
DARK BRIGHT STOP LAMP BUZZER
BUZZER ALARM STOP
DARK BRIGHT BUZZER
TEST RESET
TEST
ALARM
RESET

OPERATION MODE 5 5
10 10
OIL
CONT THRUST
STOP PUMP
POWER START/
RESET START/
ON/OFF RUN
RUN

10 10

CAUTION PORT STBD

1.DO NOT USE THE THRUSTER OVER 5 KNOTS

TO AVOID A VIOLENT VIBRATION
PORT STBD
2.SET THE CONTROL LEVER AT THE SAME
POSITION AS ORIGINAL TO KEEP A
CONSTANT PITCH WHEN CHANGING OVER
THE CONTROL STATION
Bridge Wing Control Panel
(Bow Thruster Panel is Identical Apart from
Control Handle which is Rotated Through 180°)
KAWASAKI
heavy industries, ltd.

Bridge Manoeuvering Console Control Panel

(Bow Thruster Panel is Identical Apart from
Control Handle which is Rotated Through 180°
and it has Indication of the Compartment Fan Running)

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 Johannes Mærsk Deck Operating Manual
Stopping
a) Set the pitch control handle to ZERO.

b) Press the operation mode STOP/RESET pushbutton. The Bow Thruster Control
DistributionBox
hydraulic control pump will remain on until the motor has
stopped.

c) Press the operation mode CONT POWER (ON/OFF)

pushbutton.

The bow thruster drive motor and hydraulic servo pump are located in the
bow thruster compartment, with the gravity tank located in the stairwell in
bay 3. The stern thruster hydraulic servo pump is located in the propeller
shaft area on the starboard side. The gravity tank is located in the steering
gear compartment.

Gravity Header
Tank Line

Direction Control
Solenoid Block

Bow Thruster Motor

Bow Thruster Hydraulic Power Pack

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 7.5 Discrete Equipment

7.5.1 Speed Log

7.5.2 Loran C

7.5.3 DGPS Navigator

7.5.4 Meteorological System

7.5.5 Echo Sounder

7.5.6 Master Clock

Illustrations

7.5.1a Speed Log Panel

7.5.2a Loran C

7.5.3a DGPS Navigator

7.5.3b DGPS System

7.5.4a Anemometer and Navtex Receiver

7.5.4b Weather Facsimile Receiver

7.5.5a Echo Sounder

7.5.6a Master Clock

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 Johannes Mærsk
7.5 DISCRETE EQUIPMENT
7.5.1 SPEED LOG
Maker: Consilium Marine
Type: SAL 860R
General
The SAL 860 is a correlation speed log which simultaneously measures the
true and relative speed of the vessel both fore and aft and athwartships
using a single transducer containing two pairs of piezo electric elements. The
transducer is fixed and flush mounted within the ship’s hull.
The system operates on the acoustic correlation principle, where the speed is
measured by comparison of the time delay between sound echoes received by
the two elements orientated fore and aft in the transducer.
The instrument determines the speed over the ground, when operating in
bottom track mode and the speed through the water, in water track mode,
when the under keel clearance exceeds around 300m.
The echo signals from the transducer are processed by two microcomputers
in the electronics unit (ELC). The output signal is then fed to a distribution
box (LEB) and transmitted to one or more speed, distance or depth indicators
in the wheelhouse. As both true and relative speeds are measured, it is also
possible to calculate the water current. The depth is calculated by measuring
the time lapse between transmitted and received bottom track pulses.
System Description
The SAL 860 system is composed of the following units:
Transducer Unit (TRU)
This unit which is located in bay 8 aft on the longitudinal centre line of the
vessel and fitted with a bottom valve to allow access to the TRU whilst the
ship is in service. The TRU is connected by cable to the electronic unit (ELC)
located within a protected area of the focstle store.
Electronic Unit (ELC)
The ELC itself contains several components that generate the signals fed
to the TRU. The ELC also receives the returned signals which are then
amplified, smoothed and converted into the NMEA signal form required by
the log processing unit (LPU).
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Deck Operating Manual
Log Processor Unit (LPU) Track Modes
The LPU main function is to receive the NMEA data from the ELC along with The unit will run in bottom track in water depths shallower than 300m.
data from the rate of turn gyro and process this information into both NMEA In greater depths, where the return signal will be too weak, the unit will
and pulse forms which are then fed to the log displays, docking indicators and automatically switch to water track. An LED indicator, prominently located on
other navigation equipment requiring a log input. each digital log display, clearly indicates the mode of tracking in use.
The LPU feeds speed signals to: There are two modes of bottom tracking available, each with a different
INS system precision of accuracy. NORMAL mode calculates the speed directly from
S-band radar the distance/time information measured at the transducer. This is the most
X-band radar accurate mode available. However, when the signal/time delay is greater
Steering stand than the maximum pulse length of the transmitted signal, direct measurement
Gyrocompass is not possible. In this case, the log automatically shifts to a less accurate
INTERPOLATION mode. The limit at which the log will shift to interpolation
mode is given by the product of the depth of water in metres and the
Indicators and Displays
ship’s speed in knots. Should this value fall below 41, the log will shift
Log information is made available to the navigator through two types of to interpolation mode.
digital display units:
e.g. Ship’s speed 7.5 knots, under keel clearance 5m
SD1-6 Universal Two-Axis Log Display product = 7.5 x 5 = 37.5
This display unit has five control buttons having the following functions; Thus the log will operate in interpolation mode.
BT/WT When operating in confined waters, or approaching a berth, when slow speed
Switches between bottom track and water track modes. combined with reduced under keel clearances are commonly encountered, the
log will be operating in interpolation mode and its accuracy will be less.
Long/Trans/Res
Switches between the longitudinal (fore and aft) mode display, transverse
(port and starboard) mode display and resulting speed mode display as a speed Performance and Accuracy
and vector direction (0 to 360°). Water Track
Trip/Total/Dir Range of operation:
Switches between trip distance, total distance if in Long or Trans mode and Under keel clearance is minimum clearance beneath the transducer of 3m.
between trip distance, speed vector direction if in Res mode display.
Speed measured is accurate to 0.1 knots or 0.5%, (whichever is greater) from
Reset/Trip the stationary water layer 120mm below the transducer.
Resets the trip distance counter display to zero. The button must be depressed
for two seconds to perform the reset function. Distance:
Distance read out accurate to ± 1% of travelled distance through the water.
Test/Dim
By pressing both DIM keys simultaneously the instrument will light up all Bottom Track
segments and indicators.
Range of operation:
By pressing each DIM key separately the illumination of the display will Under keel clearance 3 to 300m in normal acoustic conditions.
increase or decrease as required.
True Speed read out is accurate to 0.1 knots or 0.5% in Normal Mode
± 0.2 knots in Interpolation Mode.
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 Johannes Mærsk Deck Operating Manual
Distance:
2 to 10 n miles: accuracy ± 0.2%.
10 to 50 n miles: accuracy ± 0.1% Illustration 7.5.1a Speed Log Panel
over 50 n miles: accuracy ± 0.05%.

Speed Log Panel on Port and Starboard Chart Table

Depth Overhead Panel and each Bridge Wing Control Console
Accuracy of between ± 1% within the depth range based on a speed of
sound of 1 460m/s.

Factors Affecting Performance

Speed
Excessive pitching, rolling and yawing will produce dynamic speed errors. WT
This is due to the non-linear cyclical ship motion that cannot be nulled out by
averaging within the system. These errors will be less than 0.2% in normal SAL
operating conditions. SD1-6
U/N 701066
Under some unfavourable acoustic conditions, due to entrained air in water,
BT
this type of log may fail to indicate a speed. Such conditions are uncommon.
However, the limitations due to vibration, cavitation and the effect of
pounding should be noted.
Distance/Direction
Trip

Total

0735
99
Press Test
2 sec
Long Trip
BT Reset
Trans Total
WT Res Dir Trip

DIM

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 Johannes Mærsk Deck Operating Manual
Illustration 7.5.2a Loran C

FURUNO

SAV CLR DIM PWR OFF

1 2 3
RCL
4 5 6
FR
TO #
7 8 9
MODE 0 ENT
S/C TTG R/B XTE NAV RTE WPT CLC ALM LC - 90 MARK-II

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 Johannes Mærsk Deck Operating Manual
7.5.2 LORAN C SAVE Primary Modes Data Entry
Saves a position in the Event Memory.
The Furuno LC-90 Mark II 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 will RTE
CLR
automatically lock-on and track the master station and up to five secondaries
simultaneously. The computer will then calculate the navigational data from 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
the two selected secondaries to provide present position, speed over ground, selected in this mode.
course over ground and distance to go etc. The LC-90 Mark II has a large
The Rotating Arrow Key
backlit LCD display. The LCD displays five lines of navigational data on a WPT
single page. Entry and read out for all position functions may be in either This key is a general purpose key that is used to change N/S, E/W or to
latitude/longitude or Time Difference (TDs). Operation is achieved using the change default values within modes and functions. This mode is used to enter position data into the waypoint.
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. Leading zeroes must be This is the mode where alarm limits are defined for the cross track error,
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 key TTG
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 read Velocity to destination, time to go also present position and waypoint/route #3
outs 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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 Johannes Mærsk Deck Operating Manual
#6 b) The LC-90 Mark II will automatically go directly to its Route entry is carried out in three stages:
The signal to noise ratio (SNR) and envelope to cycle Difference (ECD) 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 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 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. To enter a new
waypoint position data or recall old data for display, the waypoint memory d) Repeat the above step until either all the waypoints have been
a) Switch on. location number has to be entered first so the Loran can place or retrieve the entered or the maximum of ten has been reached.
correct information. Note the waypoints being used by an active route cannot
b) Initialise the navigator. be changed until the route is made inactive. e) Return to the S/C display or other screen as required.

c) Enter the waypoint 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 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
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
will display a constant read out of course, speed, waypoint number, distance
a) Press both the PWR and CLR keys at the same time. This will and bearing to the next waypoint. The ship’s position and cross track error
clear the internal memory completely and will allow the unit to are displayed in the form of a bar graph. Ten routes can be stored with a
initialise itself for the present geographic area. Continue to hold maximum of ten waypoints in each route.
the CLR key until two distinctive beeps are heard.

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 Johannes 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 the 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 the 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 the 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 the cursor to the third line
and set the audible alarm to ON.

b) Use the down arrow key to move to the bottom line. Loran C and DGPS Unit on Starboard Chart Table

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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 Johannes Mærsk Deck Operating Manual
Illustration 7.5.3a DGPS Navigator

Display Function Keys

Traffic
Lights

ap navigator MK10 DGPS Professional

1 2 3
NAV RTE WPT Mark Position
GPS1 GPS STATUS ABC DEF GHI
SNR 42 39 48 50 44 47 N
50
21 4 5 6
12
40 PLOT TIDE AUX Goto
JKL MNO PRQ
18
26 3
30 14
W E
PRN 12 14 1 23 21 26
1 7 8 9
17 5
POS GPS DGPS Light
Used sats : 6
STU VWX YZ
Visible sats : 11
Available sats : 24 23
Elevation mask : 7.5° S
0
E CFG C Power On/Off

Man Overboard

Soft Keys Cursor Key

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 Johannes Mærsk
7.5.3 DGPS NAVIGATOR
GPS Position Fixing System
Manufacturer: Leica
Model: Mk10 Series
GPS Navigation Overview
The Navstar Global Positioning System, commonly referred to as GPS, is
a satellite navigation system developed by the U.S. Department of Defence to
provide both military and civilian users with highly accurate, worldwide, three-
dimensional navigation and time. By receiving signals from orbiting GPS
satellites, users are now able to continuously navigate with an accuracy on
the order of 18 - 20 metres since the United States government have removed
the selective availability function. Previously civilian users equipment was
restricted to accuracies of approximately 100 metres 2D RMS.
The position fix with GPS is achieved by determining the distance from
the user (receiver) to each of several selected satellites, by measuring the
propagation time from the satellite to the user.
Marine radio beacons operating in the 283.5 to 325.0 kHz frequency range
were in widespread use for direction finding in coastal navigation. As the
beacon system has been in place and widely used for many years, it provides
an effective means for the transmission of DGPS signals. Depending on their
local environment and power output, their signals may be usable to several
hundred miles. Marine beacons provide an economical means of obtaining
DGPS accuracy for coastal navigators. The DGPS version is designed to
provide low cost reception of DGPS corrections broadcast (normally free of
charge) by coastal authorities.
General Description
A technique referred to as Differential GPS (DGPS), allows users to obtain
maximum accuracy from the GPS system. DGPS requires the use of two
GPS receivers. One receiver, known as the Reference Station, is placed at a
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
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
they are combined with the satellite signals received, thereby improving their
navigation or positioning. This technique is effective because many of the
errors at the reference station and navigators are common. The geographic
validity of these corrections decreases with distance from the reference
station, but the corrections are valid for navigators hundreds of kilometres
from the reference station.
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Deck Operating Manual
In order to set up a DGPS system, the user must have a GPS reference station Yellow solid
at a precisely known location, a DGPS navigator and a communication link DGPS position update, but with poor Horizontal Dilution of Precision
to transmit the corrections. (HDOP) where the geometry of the satellites in use are below that of the
pre-selected parameters, so that position fixing may not be as accurate as
The DGPS Beacon System allows the user to benefit from the accuracy of that normally expected.
DGPS without the need to purchase and maintain a complete DGPS system
(reference stations, transmitting equipment, as well as receiving equipment Green solid
and navigators). DGPS position update at normal operating condition.
Cautional note for use of GPS GPS Mode Traffic Light Operation
The GPS / DGPS receivers like any other piece of navigational equipment Red flashing
should be used with great caution and, whenever possible, other independent Not tracking satellites. This will occur during the first few minutes of switch
means of ascertaining the ship’s position should be used in conjunction. on or lost memory.
Accuracy of DGPS can be expected to be within 5 metres for 95% of the Red/Yellow solid
time. However, the system is controlled by the United States Department Dead reckoning. If the DGPS or GPS signal is not available the unit will
of Defence, and errors can be introduced at any time they so desire, or the switch to DR mode.
system shut down completely without word of warning.
Red solid
Tracking one or more satellites or during first 2 minutes of initialisation
Description of Controls of the unit.
Traffic Light System
Yellow solid
GPS position update, but with poor Horizontal Dilution of Precision (HDOP)
The MK10 GPS has a series of indicator lights (red, yellow and green) on
where the geometry of the satellites in use are below that of the pre-selected
the left hand side of the panel. These lights represent the signal status of
parameters, so that position fixing may not be as accurate as that normally
the system. However, great care must to be taken here as it depends entirely
expected.
on which mode the system is operating in (DGPS or GPS) as to what the
indicator lights actually represent.
Green solid
GPS position update at normal operating condition.
DGPS Mode Traffic Light Operation
Red flashing
Not tracking satellites. This will occur during the first few minutes of switch Operating Key Functions
on or lost memory. Function keys
Red/Yellow solid These are the 18 press button keys to the right hand side of the display
Dead reckoning. If the DGPS or GPS signal is not available the unit will panel. These keys have a number of useful one touch uses together with more
switch to DR mode. detailed menu functions.
Red solid MAN OVERBOARD key located at the bottom right hand corner of the
Tracking one or more satellites, or during first 2 minutes of initialisation panel, when depressed for a few seconds activates the MOB 1 plot screen and
of the unit. displays the position at which the MOB was activated.
Yellow/Green solid POWER ON/OFF key turns the unit on or off accordingly.
GPS position update, but no DGPS corrections are being received, usually
occurring when the DGPS beacon signal is not available due to it being LIGHT key allows instant switching between two pre-programmed panel
out of range. light settings.
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 Johannes Mærsk Deck Operating Manual
Illustration 7.5.3b DGPS System

Magnetic Compass Deck

Planning Station/Port Chart Table Starboard Chart Table

ECDIS
ap Navigator MK10 DGPS Professional Display Unit ap Navigator MK10 DGPS Professional

Professional DGPS Navigator Professional DGPS Navigator

GPS1

SNR 42 39 48 50 44 47
GPS STATUS
1
NAV
ABC
2
RTE
DEF
3
WPT
GHI
Pathfinder MK2 GPS1

SNR 42 39 48 50 44 47
GPS STATUS
1
NAV
ABC
2
RTE
DEF
3
WPT
GHI
N N
50 50
21 4 5 6 21 4 5 6
12 12
40 PLOT TIDE AUX 40 PLOT TIDE AUX
18 JKL MNO PRQ 18 JKL MNO PRQ
26 3 26 3
30 14 30 14
W E W E
PRN 12 14 1 23 21 26 PRN 12 14 1 23 21 26

DGPS No.2 Used sats :

Visible sats : 11
6
17 5

23
1 7
POS
STU
8
GPS
VWX
9
DGPS
YZ
Used sats :
Visible sats : 11
6
17 5

23
1 7
POS
STU
8
GPS
VWX
9
DGPS
YZ
DGPS No.1
Available sats : 24 Available sats : 24
Elevation mask : 7.5° Elevation mask : 7.5°
S S
0 0
E CFG C E CFG C

2154
4587 500 00.034N Gyro 1 1 . 0 0
(man)
30
190 57.025W GMG 1 3 . 7
0
11 5 9 WGS 64 (pos)
DGPS SMG 1 3 . 2 k t
11 2 4 11 5 4
Plain Speed 20.0Kt Next WP 2
30
11 5 4
1859
Plan CTS 70 Cht WOP 4.44nm
11 2 4
1068 Route 70 ETA
11 5 4 023
Ch limit 100m 31 Dec 01 08:09
1470 300
11 5 4 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
11 5 4 Edition number 2
Last displayed update 000
Update issue date 19980203
1068
Last update appl. data 19980203
Projection Mercator
11 5 4 11 5 9
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
11 6 0 Magnetic var.
2584
11 4 9
11 5 6
11 3 9
11 8 0

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
201

202

102

101
204

104
To To
24V DC Datamanager Datamanager 24V DC
from Radio Console from Radio Console
BMCC BMCC
COM COM
2 1
072203

072103
Alarm Power Alarm Power
Out Failure Out Failure

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 Johannes Mærsk Deck Operating Manual
GOTO The panoramic display field can be customised to suit the operator by NAV3- Expanded Navigation Information
Allows the operator to create a route instantly from the present position pressing the E key. NAV screen 3 has four windows, one window containing all the information
displayed to one other waypoint. of NAV screen 2, the other windows exhibiting the present date and time,
View ETA to the end of the route and also details of the next waypoint in graphical
MARK POSITION Will allow the operator to zoom in or out of the representation of the view. representation of the actual course angle.
Stores the present position, date and time at the next available waypoint
Show Waypoints Reset XTE and Skip Waypoint is also available on the NAV3 display.
EDIT Allows waypoints not part of the actual route to be turned on or off.
Controls the soft keys and edit fields within any screen where editing is
appropriate. Show Active Route NAV4- Sensor Input Navigation
Allows the option for the course line to be shown. NAV4 screen exhibits data from external information sources connected to
CLEAR the GPS. Those sources are wind instruments, speed log, compass and depth
Allows erasing of a single character at a time, or erasing all information Show Off Track Limit sounder inputs as applicable. The sources can be set up in the CFG1 screen
if constantly depressed. Allows the option for the cross track error limits to be shown and reference should be made to the installation and service manual for
further information on set up and compatibility. The NAV4 screen is divided
CURSOR Show Data Window into four window segments.
Used to move between edit fields and also to move between function screen Allows the option to select between two display types where the data is
pages. displayed in a graphic screen or a separate window. The top left window shows details relating to the True Wind Angle (TWA),
True Wind Speed (TWS) and True Wind Direction (TWD).
FUNCTION The course can be reset at any time by selecting Reset XTE from the display
Above and below each primary function key are numbers and letters. These if it is decided not to return back to track if the vessel drifts outside the The window below the wind data provides information relating to the ship’s
numbers and letters are used in the edit mode most often in RTE,WPT and present cross track settings. course and speed and displays the Course Over Ground (COG), Speed Over
CFG screens. Ground (SOG), Heading (HDG), Heading To Steer (HTS) to next waypoint,
Skip Waypoint Soft Key Speed log (LOG), Waypoint Closure Velocity (WCV) and the calculated
Allows the operator to skip the waypoint presently being headed to and drift angle and rate.
Soft Keys
advance to the next one.
There are five soft keys which are so named because their purpose changes The window in the right, top corner of the screen shows the depth
from one menu or screen to the next. information.
NAV2- Basic Steering Information
This view gives the range and bearing to the next waypoint. Below this the Below this window is the graphical representation of the next waypoint
Navigation Screens course and speed over ground is displayed as calculated and further below the mark, with information as to the Range (RNG) and Time To Go (TTG) to
cross track error displayed as follows: the next waypoint. The calculated set and drift arrow is also graphically
The MK10 has four basic NAV screen displays. The RTE 1 screen provides
the active route for the NAV screens, and also the up and down arrow soft keys indicated on this window.
A vertical line in the centre represents the vessel’s course line, the checkered
control which waypoints are skipped and which are restored for the current area on the port and starboard sides indicate the area beyond the cross track
route. ETA information is configured in the RTE 1 screen. error limits and the number displayed next to the course line is the calculated
cross track error. Whenever the vessel is right or left of course track the
Reference should be made to the route section of the manufacturer’s manual checkered area turns to solid black indicating the side of the course line
for a full description. that the vessel is on.

NAV1- The Panorama Screen Again as with the NAV1 display the course can be reset if the vessel drifts
outside present parameter settings by pressing the E key followed by Reset
The view in this screen is designed to give a 3 dimensional ‘out of the window
XTE. Press E again to return to the normal display status.
picture’ of the route being followed, indicating navigation markers, course
line, cross track error lines and waypoints as approached.
The next waypoint can be skipped by selecting the E key followed by Skip
Waypoint soft key. Press E key again to return to normal display status.
Data will also be displayed of the course and speed over ground (COG,
SOG) as calculated by the GPS and the range (RNG) and bearing (BRG) of
the waypoint from your present position. Time to go (TTG), the calculated
time to reach the waypoint.

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 Johannes Mærsk Deck Operating Manual
Illustration 7.5.4a Anemometer and Navtex Receiver

KNOTS WO AL
MPH WS AL
SAM
KM/H Electronics
NAVTEX DEBEGNT-900
RECEIVER 2900 NAVTEX Receiver ALARM
M/S
WIND SPEED 0 MAXIMUM PAPER
30 30 LOCK
EXT RX
60 60
ALARM
MENU ALARM
MENU STOP
STOP

SELECT
90 YOUNG 90 SELECT MONITOR
MONITOR
WIND TRACKER
EXCLUDE
EXCLUDE DIMMER
DIMMER
120 120
LINE
LINE POWER
BRIGHT RESET FEED
FEED
POWER
ENTER SELECT
150 150
180

Wind Speed and Direction Indicator Debeg 2900 Navtex Receiver

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 Johannes Mærsk Deck Operating Manual
7.5.4 METEOROLOGICAL SYSTEM NAVTEX SYSTEM Operating Procedures
The bridge is equipped with a wind speed and direction indicator capable
of recording wind speeds in the range of 0 to 60 m/s in a 360° direction. Navtex Receiver Switching On
An aneroid barometer is also provided to measure the current atmospheric
pressure. Air temperature is measured by means of a hand thermometer. Maker: Debeg The Debeg 2900 may be switched on by pressing the POWER key. The
Type: 2900 green indicator in the POWER key indicates power on with a short audible
These basic instruments are sufficient to provide the vessel with the necessary alarm. On a normal start, data stored in the memory is retained. The following
information to detect and avoid severe weather systems before their influence starting message is printed:
becomes dangerous. Monitoring of these instruments, combined with the Operation
use of the weather facsimile and Navtex equipment, permits the operator to ALL DATA RETAINED.
Function of Keys and Indicator Lamps
make his own local weather forecasts and to apply this to his navigation
and routing. If data has been corrupted, the following message will be displayed when
ALARM switching on.
Indicates reception of SAR information.
ANEMOMETER
SELECT/EXCLUDE MESSAGE TYPES AND STATIONS
PAPER ALL DATA HAS BEEN CLEARED.
Maker: Young
Indicates printer trouble.
Model: 06206 Marine Wind Tracker
The Debeg 2900 requires a warming-up time for about 30 seconds. If data
LOCK in the memory is retained, the receiver begins to receive under the same
Indicates synchronisation with Navtex message. conditions as before being switched off. Stored message identifiers are also
Description retained for 65 hours. Message identifiers having been stored for 65 hours,
EXT RX including periods switched off will be erased.
The Wind Tracker consists of two components, a wind sensor for measuring Indicates that the Debeg 2900 is receiving an AF Navtex signal.
wind speed and direction and an instrument for displaying this information.
Switching Off
MENU
The wind sensor is a combined sensor with a propeller for measuring wind Selects the control menu. a) To switch off the receiver, press the POWER key for a few
speed and a wind vane for measuring wind direction. The wind display seconds.
instrument consists of digital displays for indication of the wind speed and SELECT
direction plus a circle of LEDs for indication of the wind direction. The The POWER indicator begins to flicker.
Selection of message type/station.
indicated wind speed data from the sensor, which is fitted on the fore mast,
is related to the ECDIS where corrections are made for the ship’s speed EXCLUDE b) Release the key and the unit will shut down.
and course, this is then displayed on the ECDIS screen as the true wind Exclusion of message type or station.
speed and direction.
Selecting/Excluding Message Type and Coast Station
LINE FEED
Operation Printer Line feeding.
The Debeg 2900 receiver is capable of receiving all categories of Navtex
ALARM STOP messages, from all the transmitting stations within range.
• Illumination of the panel can be adjusted using the Bright/Enter Indicates alarms and alarm reset key.
pushbutton on the bridge manoeuvring control console. In order to receive the categories of message applicable to a particular vessel
• To select the various modes press and hold both the Bright/ MONITOR in a given geographical area, it is necessary to programme the receiver
Enter and Reset/Select pushbuttons for at least 5 seconds. Use Up scrolling or monitoring signal. accordingly.
the Reset/Select pushbutton to select the varous options. The
wind speed can be selected as knots, mph, km/h or m/s. Use the DIMMER
Bright/Enter pushbutton to save the settings. Down scrolling or brightness control.

POWER
Indicates power on and power on/off switch.

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 Johannes Mærsk
Receiving and Printing Navtex Messages
Navtex Signal Acquisition
The LOCK indicator indicates that the receiver has synchronised with the
phasing signal, which is sent in advance of the message.
If the signal strength becomes weak, or if the receiver encounters strong
interference, the character-error will increase. When the character error-rate
exceeds a preset level, the receiver will stop printing and the STOP message
will be displayed. At the same time, the LOCK indicator will extinguish.
Printing Navtex Message and Storing its Identifier
When the message is accepted, the printer begins to print the message.
When the message end code NNNN is printed the message reception is
completed.
After printing a Navtex message its identification code is stored. However,
if the character-errors exceed 4% of the received information the processor
will not store its identification. The Debeg 2900 is capable of storing 30
identifications. When the 31st identification is stored, the oldest will be
erased. After passing approximately 65 hours from storing, its identification
is erased. The stored identifications are used to avoid reprinting a message
that has already been received.
If the printing of a Navtex message is incomplete due to either the end
of paper feed or an accidental stop of the printing head, its message
identification will not be stored.
Navtex Message Failure
In the following circumstances, the receiver will discontinue receiving:
• When character errors rise above 33% of the received
characters.
• At the PAPER alarm. The printer will however, continue to
print a few lines after the alarm has been given.
Audible Alarm at Receipt of a Type D Navtex Message
Upon reception of SAR information, (category ‘D’), the receiver puts on
the ALARM indicator and activates the audible alarm until the ALARM
STOP key is pressed.
Issue: 1
Menu
Deck Operating Manual
Printer Alarms Function Control Exit
If either the printer paper is near its end, or an accidental stop of the printer- a) Press the PAPER FEED key.
head is detected, the PAPER indicator is illuminated and the audible alarm
will be activated. b) To control another function, go to the corresponding function.
In the event of the printer-head jamming: c) To select either the controlled status printing, the self-diagnostics
test or the memory clear function, press the EXCLUDE key.
a) Switch off the receiver and check both the printer and the
paper. d) Discontinue the operation. After a few minutes, the system will
finish automatically and print the following message:
b) After removing the cause of the jam, confirm that the printer
head moves smoothly on the paper. FUNCTION TERMINATED
c) Switch the receiver back on. The unit will now revert to normal signal reception.
The PRINTER indicator will extinguish and the alarm will
be reset.
General Instructions
By pressing a function control key, the printer will print a function control
message.
To control a function, the key should be repeatedly pressed until the required
function control message is printed out. For example, to start the diagnostics
test depress the MENU key repeatedly until this control message is printed.
• When the printer is printing, the processor will signal that any
key operation is unavailable, with a warning tone.
• When the LOCK indicator is illuminated, the receiver will
refuse all key inputs except the MONITOR and DIMMER
keys. However, to control the receiver immediately, press the
MENU key for about 3 seconds, the processor will stop its
reception and go into the control menu.
• If a key unconnected with the operating circumstances is
pressed, the processor will ignore the key input and an audible
tone will be given.
Completing an Entry of Instruction
If a control function is selected by operation of the MENU key, the receiver
will continue to receive a Navtex signals, but will not print until the signal
processor has completed its control operation. For example, if a diagnostics
check is being carried out, any messages received, whilst the check is being
carried out, will not be printed until the check is completed.
7.5 Discrete Equipment - Page 13 of 20
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 Johannes Mærsk Deck Operating Manual
WEATHER FACSIMILE RECEIVER Dimmer: Used to vary the level of backlighting 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. Never turn the power off during recording as the printing head remains
The radio facsimile uses a much lower frequency and narrower bandwidth Tune: The tuning bar runs upward or downward when in contact with the recording paper (roller), applying harmful pressure
than that of the television broadcast. It is due to this reason that it takes the programmed frequency differs from the actual to the printing head.
several 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, reception will have to be made 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.

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 Johannes Mærsk
Press the RCL/PRG key and the time is displayed on the window.
Again press RCL/PRG, then ENT The message ‘Set CLOCK?’ will be
displayed followed by ‘Set CLOCK xx:xx’.
Set the time to the incoming time signal by using the arrow keys and press
the ENT key at the exact moment the time signal is released for the start
of a new minute/hour.
h) Set the monitor volume.
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
level from the speaker. Push in and release the control to bring it out.
i) Set SPD/IOC.
The SYNC control is used to fine tune phase matching. If the dead sector
is plotted askew even when the PHASE is properly selected, turn the SYNC
control to correct it.
Stopping Picture Recording
In the manual recording mode, the printer continues to operate even after
the picture is printed since the unit doesn’t detect the ‘remote control signal’
(start and stop signal of the picture) in this mode. The key sequences to
manually stop printing are as follows:
a) Press the MODE key and the display will indicate the message
‘MANUAL STOP?’ for verification.
b) Press the ENT key. Now the printer stops recording and the unit
is restored to the normal mode, indicating the channel data.
Deck Operating Manual
(Note: A priority Navtex message takes precedence over a facsimile recording.
If a priority Navtex message is received during the printing out of
a facsimile recording, the facsimile recording is interrupted. The
Navtex message is printed out, and then the remainder of the facsimile
recording is printed out.)
Timer Recording
Most of the LF to HF facsimile broadcasts all over the world are regularly
serviced according to a schedule issued by the meteorological observatory
in each country. Therefore, to receive a certain facsimile broadcast on
a daily basis, the timer recording mode will virtually allow ‘hands-off’
automatic operation (self start and stop of the printing) once it has been
pre-programmed.
Up to 16 programmes may be preset for timer recording.

It may be necessary to set the correct SPD/IOC number depending on the

facsimile station. SPD and IOC stands for scanning speed and index of Illustration 7.5.4b Weather Facsimile Receiver
corporation, respectively. These are a kind of synchronised code to reproduce
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. LCD Contrast Sync Control Volume Tune LCD Display Control Keys LED Annunciation
There will be notification of a wrong SPD setting by the lighting of the Control
SPD annunciator LED.

j) Match the phase.

When the printer starts recording after the phase signal has been transmitted, CONTRAST SYNC VOLUME
TUNE RCL
MODE
or when the received signal is too weak to detect the phase signal, the PRG

RECEIVER
recording may be split into two parts by a thick white (or black) gap called kHz
PHASE
SPD
10C
CM ENT

a dead sector. The PHASE key is provided to compensate for the phase
EXT INT

mismatching, shifting the dead sector to the left edge of the recording paper. TIMER PRINT AUDIO
ALARM

SAR MSG PAPER S -LEVEL

FACSIMILE

SPEED PHASE

Should this occur, the phase annunciator LED will light up and the message FURUNO DFAX
FACSIMILE RECEIVER FAX -214
‘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
0 10 20 30 40
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.
POWER
ON

Press the ENT key and the dead sector is shifted to the left edge of the
Power Switch
recording paper. The PHASE key is also effective only while the printer
is operative.

k) Set synchronisation.

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 Johannes Mærsk Deck Operating Manual
Illustration 7.5.5a Echo Sounder
Wheelhouse
Control Panel

LAZ 5000

04:50:25 L a t 1 6 05 6 . 0 1 0 N

27-Nov-01 L o n 0 5 4 00 5 . 0 0 0 E

Recorder
10
Echograph

20

30

40

220V Supply
50

220V Supply ESCAPE

CURSOR GAIN RANGE DIM
PRINT MARKER OFF ON

ENTER

Transducer Selector Unit and

Changeover Switch

Junction Box

DC 24V Supply Junction Box Junction Box

Aft Transducer Forward Transducer

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 Johannes Mærsk
7.5.5 ECHO SOUNDER
Maker: ELAC Nautik
Model: LAZ5000
General Description
The echo sounder is a sonar navigation system (Sound Navigation and
Ranging) used for measuring the depth of water below the vessel.
It consists of three basic parts; a transmitter, receiver (combined as a
transducer) and a recorder. It works on a simple principle of measuring the
difference in time between transmitted and received sound wave signals,
converting that time into a depth by calculation and finally recording this on
a chart as a permanent display.
The LAZ5000 incorporates a large, high resolution graphic LCD and a dot
matrix thermal printer, with display graphics continuously shown on the LCD
along with complete navigation details. The printer is available as a hard
copy whenever required.
The echo sounder has the facility to display the water depth as either:
Deck Operating Manual
The display area indicates the following: Operating Procedures
• Water depth Switching the System On/Off
• Range scale
• Time and date To switch the system on, press the far right-hand key marked ON. The system
will switch on and assume the parameter settings selected when the system
• Latitude and longitude was last switched off.
• Minimum and maximum depth alarm settings (if activated)
To switch the system off, press and hold the second key from the right,
• A trace of the sea bed marked OFF. The system will switch off after about 3 to 5 seconds. This is a
• A built-in ring memory continually storing system data. built-in safety feature to prevent accidental switching off.
This allows the user to recall data to the screen, or print
out a hard copy of any or all events occurring within the Description of Controls
last 24 operating hours.
CURSOR
The cursor keys allow the user to move the cursor within a menu and alter
Transducer Connection Box the parameters. The position of the cursor can easily be seen, the word, letter
or digit marked by the cursor appears inverse (dark background, light text).
Installed near the transducer to allow a defective transducer to be replaced Parameters to be altered must first be marked by the cursor.
without having to replace the complete cabling to the display and control
unit. ESCAPE
Used to leave a menu or to abort parameter alterations.

• Depth below the keel (DBK) Transducer ENTER

• Depth below the transducer (DBT)
The transducer converts electrical energy to sound energy and transmits this
• Depth below surface (DBS)
towards the sea bed. Sound energy returning from the sea bed in the form of
echoes, is converted into electrical energy by the transducer and fed to the
Logically structured menus assist the user when selecting the operating
display and control unit for evaluation and presentation.
parameters required.
System Configuration Digital Slave Display
The basic system consists of the following components:
Used to repeat water depth information to other parts of the ship where
• Display and control unit such information is needed. A total of two digital slave displays can be
connected to the system.
• Connection box
• Transducer CAUTION
Echo sounding systems and remote indicators which detect and display
Display and Control Unit the water depth from a single momentary value per transmission pulse,
e.g. digital and pointer displays, can, over a period of time display
The display and control unit installed on the bridge is made up of a display false readings. This is primarily valid in shallow water areas. For this
area and a keypad, used to alter system parameters and settings. reason, water depths displayed in this manner must be compared with
the graphic presentation at regular intervals in order to guarantee the
ship’s safety.
The enter key is used to call up menu and confirm parameter alterations
within menus.
GAIN
Used to alter the system gain, otherwise known as amplification, to achieve
a clearer presentation.
RANGE
Used to set the depth range of the system.
DIM
Used to set the display backlighting level to suit the user.
PRINT
The print key is used when the user wishes to make a simultaneous hard
copy of the echogram. This is only possible if a printer is connected to
the system.
MARKER
When the marker key is pressed, a vertical dotted line appears on the screen
and moves with the presentation from right to left. At the same time all
relevant information is stored in the system’s 24 hour memory. This memory
stores data from the previous 24 system operating hours.

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 Johannes Mærsk Deck Operating Manual
SYMBOL The measurement mode can be either: Range
The key marked with a loudspeaker symbol is used to acknowledge audible
• Depth Below the Keel = DBK
depth alarms. The range can be set to suit the circumstances e.g. if a water depth of 35m
• Depth Below the Surface = DBS
is indicated, the 50m range will give a better resolution and accuracy than
DISPLAY AREA • Depth Below the Transducer = DBT the 250m range. The range can be altered in the same way as the gain.
The display area is used to present the user with all relevant information. The There are 5 ranges to choose from; 10, 50, 250, 500 and 2000m (or the
screen is divided into two areas. The lower, main area is used to present an The units of measurement can be either: equivalent in fathoms or feet).
echogram of the scenario beneath the ship and is provided with scale and
time markings. The range in use is displayed beside the scale markings, at the Metres m
bottom right of the screen. The time markings appear at 3 minute intervals at Feet ft Dim
the bottom edge of the screen. When menus are called up, they will appear at
Fathoms ftm
the bottom left-hand side of this area. The display backlighting can be set in 32 steps to suit the ambient light.
If the symbol ? appears in lieu of the depth, check to ensure that the echo
TIME All other parameters and settings are altered within selected menus.
signal is within the range selected.
Shows the actual time.

DATE
Shows the actual date.
NAV OFF
Flashes to indicate that the navigation mode is not in use i.e. the user has
selected other units, sound velocity or depth mode.
LATITUDE and LONGITUDE
These windows will display the actual latitude and longitude only if the
system is connected up to the ship’s navigation system.
PRINTING
This window is usually blank. If the user chooses to make a hard copy of
the echogram, by pressing the printer key (a printer must be connected), the
word PRINTING will appear here.
ALARM
These windows show the depth alarm settings. The upper window shows the
minimum depth alarm, the lower window shows the maximum depth alarm.
If the alarms are not activated, e.g. Status = OFF, the relevant window(s)
will remain blank. If an alarm condition is present, the relevant window
will flash.
REPLAY
When the user selects information stored over the previous 24 operating hours
using the LOG DATA MENU, the word REPLAY will appear here.
The large window at the right-hand side of the information area is used
to display the actual water depth, the measurement mode and the units of
measurement.
Altering System Parameters and Settings General Information for using menus
When the system is switched off, the parameters pre-selected are stored in the The enter key is used to call up the various menus in sequence. The order in
which they appear is as follows:
system’s memory. When the system is switched on again, these parameters
will be recalled and used (except the dim setting). Press the enter key 1x - ALARM MENU
Press the enter key 2x - PARAMETER MENU
Gain, Range and Dim Settings
Press the enter key 3x - LOG DATA MENU
Press the enter key 4x - SYSTEM SET-UP MENU
GAIN (amplification), RANGE (depth range) and DIM (display area
backlighting) settings are made by pressing the relevant keys. There are two If the enter key is pressed 5x, the ALARM MENU will re-appear.
keys for each setting, one marked with an arrow pointing upwards and one
marked with an arrow pointing downwards. Pressing these keys will alter When a menu is called up, the title will be highlighted i.e. it will appear
the present setting. The new setting will appear briefly on the display area in inverse text as light text on a dark background or vice versa, depending
directly above the key being pressed and the effects of a change can be upon the DIM setting.
observed directly on the display area. Pressing the key a second time will
alter the setting by a further unit.
Gain
The unit is fitted with an automatic gain control circuit for data processing.
Gain only influences the displayed echo information. The gain setting can
be altered between 0 and 10 whereby 0 is the lowest and 10 the highest
gain (amplification) factor.
If the sea bed trace appears too weak, the gain level should be increased to
give a clear presentation. If there is a lot of noise on the display area, the gain
level must be decreased. The value set will appear on the display area above
the key (between 0 and 10). Pressing the same key a second time will cause
the value to increase or decrease by one further unit. Repeat the procedure
until a satisfactory sea bed trace is achieved.

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 Johannes Mærsk Deck Operating Manual
Illustration 7.5.6a Master Clock

MASTER CLOCK 20097

UTC/LT

-MIN +MIN YEAR MON DAY MENUE MAINS

1 2 3 4 5

6 7 8 9 10

-AUTO +AUTO HOUR MIN SEC ENTER SLAVE

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 Johannes Mærsk Deck Operating Manual
7.5.6 MASTER CLOCK To Advance or Retard Clocks Keyboard Lock
The keyboard may be locked and unlocked to avoid accidental adjustment.
Maker: Wempe The master clock can be advanced or retarded in twenty minute steps. To
Type: Master clock type 20097 advance the clocks twenty minutes, press the function key 7 once. To retard a) Press the MENUE key until the clock version number is
the clocks twenty minutes, press the function key 6 once. In the retard displayed.
mode, the hour and minute hands will rotate clockwise until the new time
General is reached. b) Press the +MIN key. ‘Keyboard Unlocked’ or ‘Keyboard
Locked’ is displayed on the LCD screen.
The Wempe 20097 is a highly accurate master clock utilising a modern
Liquid Crystal Display (LCD) combined with a flush face keyboard to control Resetting the Slave Clocks
c) Press ENTER to lock or unlock the keyboard.
the unit functions.
In the event that the slave clocks have stopped, to reset them the following
procedure is used: d) Press MENUE when completed and to return to the normal
The unit is powered by a 24V supply and has additional battery back-up display.
for up to 6 hours operation.
a) Press the MENUE key, ‘analogue time’ will be displayed. Press
the ENTER key. Illumination
Operation
The display has a background light which can be turned on or off by pressing
b) ‘Choose line M1/L1’ will be displayed, press the ENTER key.
Setting the Time and Date UTC/LT and ENTER simultaneously.
When the power is initially switched on the master clock unit display shows a c) Set the time as displayed on the slave clocks and press ENTER.
time of zero hours, minutes and seconds. The illumination may also be dimmed to suit the user’s preference.
The slave clocks will now reset themselves to the master
clock time.
a) Press the UTC/LT key consecutively to select the time required a) Press MENUE until the clock version number is displayed.
to adjust, L in the display indicates the Local Time and U in the
display indicates Universal Time Co-ordinated. b) Press -MIN and ENTER. ‘Dimmer’ will be displayed on the
Automatic Time Zone Ajustment LCD screen with the preset value of 10.
b) Press the ENTER key and the HOUR key simultaneously. It is possible to automatically advance or retard the local time between 1 and
99 minutes. The default time is set to 20 minutes. c) Using the -MIN or +MIN keys enter the required set value
c) Enter the hour using the digit keys 1 to 0. from 1 to 10, 10 being the maximum brightness.
a) Press the MENUE key until the version number is displayed.
d) Press the ENTER key and the MIN key simultaneously. d) Press ENTER to confirm the setting.
b) Press the +MIN key and ENTER. ‘Automatic’ is shown on
e) Enter the minutes using the digit keys 1 to 0. the display. e) Press the MENUE key to return to the normal display.

f) Press the ENTER key and the SEC key simultaneously. c) Set the time adjustment value required using the -MIN and
+MIN keys.
g) Enter the seconds using the digit keys 1 to 0.
d) Press ENTER to confirm the entry.
h) Carry out the same procedure above to set the date using the
YEAR, MON and DAY keys. e) Press MENUE to return to the time displayed.

(Note: Both UTC and LT must be initially set in order for the clock to
operate.)

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 7.6 Communications Systems

7.6.1 GMDSS

7.6.2 MF / HF Transceiver Systems

7.6.3 VHF Transceiver Systems

7.6.4 Satcom Systems

7.6.5 Emergency Radios

7.6.6 Sound Powered Telephones

7.6.7 Automatic Telephone System

7.6.8 Public Address and Talkback System

7.6.9 Sound Signalling Device

7.6.10 EPIRB and SARTS

Illustrations

7.6.1a Actions Following GMDSS Alert

7.6.2a GMDSS Equipment

7.6.3a VHF DSC Systems

7.6.3b No.3 VHF Handset in the SCC

7.6.4a SatCom B System

7.6.5a GMDSS Emergency Handheld VHF Radio

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 Johannes 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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 Johannes Mærsk Deck Operating Manual
7.6 COMMUNICATIONS SYSTEMS Distress Relay (Sending) The message format is as follows:

7.6.1 GMDSS This has slightly different formats, in one the relay message is sent unedited, MAYDAY MAYDAY MAYDAY
the other is sent as an All Ship’s Distress Relay and the third is to send the
THIS IS
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 OWN SHIP OWN SHIP OWN SHIP
The radio equipment fitted complies with the GMDSS requirements for the aircraft which is unable to send it. MAYDAY
sea areas A1, A2 and A3 with the maintenance requirement, duplication of
When sending a relay message, the coast station may acknowledge the OWN SHIP
equipment and shore based maintenance.
message, but it is not a requirement under GMDSS. What should occur is POSITION
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
area of the distress. This avoids confusion and overloading of communication NATURE OF DISTRESS
philosophy are to be carefully noted:
channels. The procedure is as follows: ASSISTANCE REQUIRED
1. A ship does not acknowledge a distress message using its DSC a) Message is sent on Channel 70 DSC. ADDITIONAL INFORMATION FOR SAR
equipment; this function is normally carried out by a shore
station. The only occasion when you do acknowledge using the b) On receipt of this message, monitor Channel 16 R/T. GMDSS Frequencies
DSC controller is to relayed another vessel’s distress message
to a coast station, however the original message continues to be c) Daily tests. Distress Urgency Safety DSC kHz R/T kHz Telex kHz
sent. In this case you would acknowledge on the frequency the 2187.5 2182 2174.5
distress alert was received, using the DSC. (Note: There are no live tests required under the GMDSS Regulations. 4207.5 4125 4177.5
Results of internal tests should be entered in the log book.) 6312.0 6215 6268.0
2. The basic concept is that the primary intention of a distress alert 8414.5 8291 8376.5
is to inform a coast station and/or Marine Rescue Co-ordination 12577.0 12290 12520.0
MF/HF DSC Controller
Centre (MRCC). The MRCC will then instigate a distress relay 16804.5 16420 16695.0
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. Ch 70 Ch16
resources available.
Supplementary calling when 2182kHz is being used for distress 2191
Undesignated Distress Alert
VHF DSC Controller
To send an undesignated distress alert, depress the DISTRESS button for DSC calling frequency ship to shore 2189.5 or national
The unit should be kept in the watch keeping mode on Channel 70. six seconds.
Routine calls shore to ship 2177
To send an undesignated distress alert it should only be necessary to press the Message format is:
DISTRESS button for six seconds. On pressing the distress button the alarm Distress Ship to ship 2177 or national
tone sounds through the speaker, the screen changes to show DISTRESS
MMSI number of ship Safety message over ONE minute sent after a DSC safety alert 2048
CALL and the message is transmitted.
Position and time UTC
Message format is: Inter ship safety of navigation: Ch 13
Nature of distress
Distress. Primary inter ship frequency: Ch 6
Telephony (AM, USB or FEC) frequency to reply on
MMSI number of ship.
Position and time UTC. Standard Distress Message
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 2182kHz after the sending of the distress alert
On receipt of this message, monitor Channel 16 VHF R/T. message on Channel 70 DSC or 2187.5 DSC respectively. On 2182kHz,
after the two tone alarm signal is ended, press the handset key and transmit
the distress message. On the VHF change to Channel 16 R/T and transmit
the message.

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 Johannes Mærsk Deck Operating Manual
Illustration 7.6.2a GMDSS Equipment
Sat-C Aerial Sat-C Aerial

MF/HF MF/HF VHF DSC VHF Aerial VHF DSC VHF Aerial VHF
DSC Aerial Aerial Aerial Aerial
Aerial

Above Deck

Handset Handset

MF/HF SatCom C2 Telex Printer Sat-B Telex Printer SatCom C1 Telex Printer
MF/HF DSC Unit
Aerial No.1 No.2
Remote VHF/DSC
Tuning Unit VHF/DSC
Mains/Battery Alarm Panel System System
Alarm Panel in the SCC
Port Wing
Sat-C No.2 Sat-C No.1 Handset
Monitor Monitor

Data Data
From GPS
SAM Electronics DEBEG 3220C INM-C SAM Electronics DEBEG 3220C INM-C

From GPS
INM-C Transceiver
Starboard
SatCom-C2 Keyboard SatCom-C1 Keyboard
Wing
Handset
Power Power No.3
Supply Supply VHF in
the SCC

Remote Data
Alarm Panel From Gyro
on the BMCC

250W MF/HF
Transceiver and
DSC

Battery Bridge Alarm

Charger Console

AC Supply
220V
3 GMDSS Survival
From GPS Craft Portable
Navigator VHF Transceivers AC Supply AC Supply
AC Supply and Charger 220V 220V
220V

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 Johannes Mærsk Deck Operating Manual
7.6.2 MF/HF TRANSCEIVER SYSTEMS DSC Message Contents Example of Individual Call

Format specified (calling category) such as distress, individual.

MF/HF Digital Selective Calling Terminal (DSC) a) Prepare the message then transmit it to coast station (or other
Address (coast ID and other ship ID) ship) by pressing the Tx CALL key.
Maker: STN Atlas Category (communication priority)
b) Select the SHORE or SHIP call key.
Model: Debeg 3105 Own ship ID
Tele-command (class of emission) c) Key in the nine digit MMSI number of the station required.
The Debeg 3105 is a MF/HF marine radiotelephone with built in DSC and
radiotelex, which provides distress/safety and individual calling for coast TX and RX working frequencies (frequency data for voice d) Press the ACCEPT key.
station or marine vessels in the MF/HF band. When activated, it sends a communication with other station after transmission of DSC
distress message via the SSB radiotelephone and can receive calls from message) or ship’s co-ordinates. e) Press the SEND key.
other stations.
Procedure for Sending Distress Message f) Wait for the acknowledgement signal to be received before
Calling Type communicating with the station over working frequencies and
a) Lift up the cover of the DISTRESS button and press the class of emission designated by own ship or the other station.
DISTRESS key to transmit the distress alert. (If time allows
Distress Call When the distress alert is transmitted, by pressing the DISTRESS key, the
enter the nature of distress with numeric keys within five
Transmits the distress alert to a coast station when the ship is in distress. seconds. Refer to table shown below.) After five seconds, the output power of the SSB radiotelephone is automatically set to maximum.
alert is transmitted over TX DSC frequency.
All Ships Call SSB RADIOTELEPHONE
b) Receive the distress acknowledgement signal ‘Distress
When an urgent situation (engine trouble, request for medical assistance or acknowledgement received’ from the coast station. If the
transmission of important navigation safety information) occurs on the ship, Maker: STN Atlas
distress call is not acknowledged within 3.5 - 4.5 minutes it is
transmits to all ships including the coast station. automatically re-transmitted. Model: 3105

Individual call c) The audible alarm sounds when the ‘Distress acknowledgement
Controls
received’ message is received. Press the VIEW key to silence
Calls a specific station or ship. The receiving station transmits an acknowledge
and read the contents of the call.
signal. ON /OFF: Turns the power on and off
d) After receiving the ‘Distress acknowledgement received’
message, communicate with the coast station over working SHIFT: Press and hold for yellow functions
Operation frequencies and class of emission (automatic setting) designated
by own ship. DISTRESS: Lift the protective cover and press and hold for 3
The Debeg 3105 is connected to the SSB radiotelephone and can control the seconds, then follow the guide instructions.
frequencies and communication mode settings of the radiotelephone.
Nature of Distress
TEL / DSC: In TEL mode radiotelephone parameters are shown
When receiving the distress alert or message addressed to own ship, the and selected. In DSC mode DSC parameters are
1: Fire, explosion 7: Disabled and adrift
audible alarm sounds. shown and selected.
2: Flooding 8: Abandoning
3: Collision 0: Undesignated ADDR BOOK: Address book which can be accessed in the DSC
(Note: The safety receive alarm frequencies are 2200Hz and 0Hz (interval:
250ms). The individual receive alarm frequencies are 440Hz and 4: Grounding mode.
880Hz (500ms), and the distress warning alarm (five seconds) 5: Listing, capsizing
frequencies are 1300Hz and 0Hz (250ms). These cannot be changed.) Tx CALL: Press to start creating a DSC call
6: Sinking
Transmitted and received messages can be saved to the memory and printed Rx LOG: Opens the received log of calls in DSC mode.
out (optional printer required) if necessary.

VOL: Volume controller.

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 Johannes Mærsk Deck Operating Manual
Basic Functions Sending an Undesignated Distress Call Communications Modes (ARQ and FEC)
Switching ON/OFF
a) Turn on the radio unit by pressing the ON/OFF key. ARQ mode
The unit can be switched on or off by pressing the ON/OFF key.
b) Remove the cover from the DISTRESS key and press the
DISTRESS key until RELEASE is displayed. ARQ is an acronym meaning Automatic Re-transmission reQuest. It
Setting Backlighting allows private communications between any two stations using semi-duplex
The backlighting level can be adjusted to four different levels by consistently c) Wait for an acknowledgement to the distress call. communications. The transmitting station sends information in a block
pressing the SHIFT key followed by the DIM key until the desired setting of three characters and the receiving station confirms receipt and sends
has been reached. When an acknowledgement is received, ‘Distress acknowledgement acknowledgement to the transmitting station if the information is received
received’ is displayed. correctly. Once a block of information has been received correctly the
transmitting station sends the next block of three characters. As mentioned
Switching Loudspeaker ON/OFF d) Press the 2182 key to select the distress voice channel. above, the transmitting station sends information while reception confirmation
The loudspeaker unit can be turned on or off by pressing the SHIFT key is done, to ensure that each character is received correctly. In the case of error,
followed by the SPK key. e) Lift the handset from its housing and press the PTT button to the receiving station requests re-transmission of the block which contained
transmit the distress message. the error. A request for re-transmission can be repeated up to 32 times (this
Volume Control takes about 15 seconds) until information has been received error-free. After
Receiving a Distress Call 32 times, the transmitting station automatically initiates a new call (this takes
The volume level can be adjusted by rotating the VOL knob clockwise to about 15 seconds). If a block still contains an error, the communication line
increase and anticlockwise to decrease. is automatically disconnected.
When a distress call is received ‘Distress call received’ is displayed on the
display screen.
Squelch Control This mode is mainly used to communicate with a coast station.

Press the SHIFT key followed by the SQUELCH key to turn the squelch a) Press VIEW to read the contents of the call.
key on or off. Example of ARQ transmission
b) Press MORE to continue reading the call.

Setting the Transmitter Power Level a) Press the Call ARQ key.
c) Press ACK/REPLY to transmit a distress acknowledgement or
Three power setting levels are available; HIGH, MED or LOW. The power distress relay. The printer responds by printing ‘Enter ARQ call code’.
levels can be adjusted by pressing the SHIFT key followed by the PWR key
until the desired power level is reached. b) Type in the call code and press ENTER on the keyboard.
RADIOTELEX TERMINAL Transmission commences and the Tx indicator lamps starts
Mode of Emission System Overview flashing. When a successful connection has been made the Tx
lamp gives a steady illumination.
Three modes of emission are selectable on the unit: SSB TELEPHONY, AM The terminal receives and transmits telex messages and requires the SSB
TELEPHONY and TELEX. Each mode is selected by pressing the MODE The exchange of answer backs is initiated by the coast station.
radiotelephone to function.
key on the right side of the display.
c) When GA+? is displayed traffic may be transmitted by typing
All telex messages initially arrive at a coast station where they are forwarded in the required message on the display screen using the
Two Tone Alarm to the telex subscriber specified. keyboard.

The two tone alarm can be activated by pressing the SHIFT key followed The radiotelex receives Maritime Safety Information (MSI) via the SSB d) On completion end the transmission by pressing the WRU key
by the ALARM key. radiotelephone, which specific coast stations broadcast on HF bands.

This printer prints all receive and transmit telex messages.
The alarm consists of a 45 second two tone alarm signal which can be stopped
at any time by pressing the STOP key in the frequency display.
(Note: On GMDSS vessels, watch on MSI is mandatory. This can be
done with the Navtex Receiver or the EGC Receiver built into the
Inmarsat C.)
FEC Mode
FEC is an acronym meaning Forward Error Correction. In this mode the
transmitting station sends information twice with a 280ms interval between
transmissions to reduce receive error. However the transmitting station is not
provided with receipt confirmation. Therefore, use this mode for one-way
uninterrupted transmission of messages where confirmation of receipt is not
required.

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 Johannes Mærsk Deck Operating Manual
This mode is mainly used for distress communications.

(Note: There are two FEC modes.)

Example of an FEC Transmission

a) Press the CALL FEC key.

The printer responds by printing Broadcast FEC or Selective
FEC (B/S) ?

b) Press the B key.

Transmission commences and the Tx indicator lamps starts

flashing. When a successful connection has been made the Tx
lamp gives a steady illumination.

c) Type in the distress message and on completion press the

BREAK key.

d) The standby keyboard indicator lamp illuminates and the

terminal is ready to receive data.

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 Johannes Mærsk Deck Operating Manual
Illustration 7.6.3a 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

STN ATLAS 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.2 No.1
>

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

VOL
ON/OFF

Loudspeaker

24V DC 24V DC
GMDSS GPS Data From GMDSS GMDSS GPS Data From GMDSS
Console Console Console Console

Volume
Shift Key VHF DSC System No.2 VHF DSC System No.1
(Press and hold for Located on Bridge Manoeuvring
Squelch Control Control Located on Bridge Manoeuvring
yellow functions)
(Adjust to silent when no DISTRESS button Control Console Port Side Control Console Starboard Side
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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 Johannes Mærsk Deck Operating Manual
7.6.3 VHF TRANSCEIVER SYSTEMS d) Select the VHF channel required by pressing the channel To stop the dual watch press SHIFT and the channel number previously
VHF DSC RADIOTELEPHONE number on the keyboard. selected, or press 16 on the panel.

Maker: STN Atlas e) Adjust volume as required.

Scanning
Model: Debeg 6322 Transmitting The Debeg 6322 has eight independent sets of memory tables to save channels
for making scanning sessions. Each memory table may contain all channels
Description Remove the handset and press the PTT (Press-to-talk) switch on the inside of available in the system.
the handset to talk. Release the PTT button to listen for a response.
The Debeg 6322 system consists of a main transceiver unit and two antennae. To distinguish between the tables, each table has a number (0~7), and to each
The transceiver unit contains a VHF transmitter, receiver, and channel 70 number can be attached a name of up to seven characters.
watch receiver module. The performance and operation are controlled on its Output Power
front panel. The first antenna is utilised for transmitting and receiving and the Before transmitting, think about the subjects which have to be communicated To attach a name to a scan table, enter the function menu.
second antenna for watch keeping. and, if necessary, prepare written notes to avoid unnecessary interruptions
and ensure that no valuable time is wasted on a busy channel. Listen before The scan table number selected is shown on the display.
Two Debeg 6322 VHF DSC and one Debeg 6301CU VHF are supplied commencing to transmit in order to make certain that the channel is not
additional to the equipment contained in the radio console. The Debeg 6322 already in use.
VHF radiotelephone has a built in DSC unit and is connected to the radio Setting the Scan Table
console GMDSS system via the Distress Message Controller. Each press of the soft key next to the 1W/25W display selects the power
output. The transmitter power is automatically set for 1W on the following a) Press the SHIFT button and 4 on the panel.
channels.
Controls The VHF display shows the message SEL and the MEM symbol. The lower
ON /OFF: Turns the power on and off International: CH15, CH17
part of the display shows the scan tables number and name.
USA: CH13, CH15, CH17, CH67;
SHIFT: Press and hold for yellow functions b) Press the number of the table to be scanned. In this case assume
Turning the Loudspeaker On/Off it to be table 0.
DISTRESS: Lift the protective cover and press and hold for 3
seconds, then follow the guide instructions. 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.
on the screen. The loudspeaker off mark appears when the speaker is off.
TEL / DSC: In TEL mode radiotelephone parameters are shown Scanning Channels
and selected. In DSC mode DSC parameters are Channel 16
shown and selected. Press the 16 key to select channel CH16, the International Calling and a) Press SHIFT and 1.
Safety Channel.
ADDR BOOK: Address book which can be accessed in the DSC The lower display will show the scan table number, name and priority channel
mode. This is an international calling and safety channel. The use is limited for of the scan table.
distress, safety and calling. The transmission on CH16 (156.800 MHz) should
Tx CALL: Press to start creating a DSC call be limited to within 1 minute except for distress calling. If the scan table does not contain any channels, scanning will not be started,
and the display will show:
Rx LOG: Opens the received log of calls in DSC mode. Avoid calling on channel 16 for purposes other than distress, urgency and very
NO
brief safety communications when another calling channel is available.
MEM EMPTY
Telephone Operational Sequence Dual Watch
The dual watch allows a watch to be kept on channel 16 and another selected Adding a Channel to a Scan Memory
a) Turn the power on by pressing the ON/OFF button.
channel. The channels are monitored at intervals of 0.15 seconds and one
second, respectively. a) Select the channel number to be added.
b) Activate the VHF functions by pressing the TEL/DSC key
or the 16 key. b) Press SHIFT and 2.
To start dual watch, press the SHIFT button and the required channel number
c) Set the squelch level until the noise level is not audible. 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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 Johannes Mærsk Deck Operating Manual
DSC Operation Procedure for Cancelling a False Distress Alert d) Select the VHF channel required by pressing the channel
number on the keyboard.
a) Press TEL/DSC to switch between the telephony and DSC a) Switch off the transmitter immediately.
modes. e) Adjust volume as required.
b) Switch the equipment on and set to Channel 16.
b) Press Tx CALL. Transmitting
c) Make broadcast to ‘All Stations’ giving the 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 Remove the handset and press the PTT (Press-to-talk) switch on the inside of
to be called. alert. the handset to talk. Release the PTT button to listen for a response.

d) Key in the nine digit MMSI number of the ship or shore Output Power
Example Message:
station to be called.
Before transmitting, think about the subjects which have to be communicated
All Stations, All Stations, All Stations and, if necessary, prepare written notes to avoid unnecessary interruptions
e) Press the soft key next to ACCEPT to confirm the number.
This is NAME, CALL-SIGN, DSC NUMBER, POSITION. and ensure that no valuable time is wasted on a busy channel. Listen before
transmitting to make certain that the channel is not already in use.
f) Key in the working channel or the telephone number to be Cancel my distress alert of
contacted.
DATE, TIME, UTC. Each press of the SHIFT and PWR key selects the power output. The
transmitter power is automatically set for 1W on the following channels.
g) Press the soft key next to ACCEPT to confirm the number. Master, NAME, CALL-SIGN. DSC NUMBER, DATE, TIME
UTC.
h) Press the soft key next to SEND to transmit the call. International: CH15, CH17
USA: CH13, CH15, CH17, CH67;
When a distress alert is transmitted, the output power is automatically set VHF RADIOTELEPHONE
to maximum.
Maker: STN Atlas Turning the Loudspeaker On/Off
When receiving the distress alert or message addressed to own ship, the Type: Debeg 6301CU To turn the loudspeaker on/off, press the SHIFT and SPK key on the pad. The
audible alarm sounds. loudspeaker off mark appears when the speaker is off.

When receiving the distress or urgent call, the alarm sounds until the ALARM Controls
Channel 16
STOP key is pressed. For all other calls, the alarm sounds for five seconds
when they are received. Press the 16 key to select channel CH16, the International Calling and
ON /OFF: Turns the power on and off
Safety Channel.
16: Selects TELEPHONY mode and channel 16.
Procedure for Transmitting a Distress Call This is an international calling and safety channel. Its use is limited for
PTT: Press to talk key distress, safety and calling. The transmission on CH16 (156.800 MHz) should
a) Remove the cover over the distress key, and then, press the be limited to within 1 minute except for distress calling.
DISTRESS key for 5 seconds, until RELEASE is shown on the SHIFT FUNC: Enters the function menu to set up the handset and system. If
display to transmit the distress alert. function menu is active it enters VHF telephony mode. Avoid calling on channel 16 for purposes other than distress, urgency and very
brief safety communications when another calling channel is available.
b) Receive the distress acknowledge (DIST ACK) signal from the
coast station. If the distress call is not acknowledged within 3.5 Telephone Operational Sequence
- 4.5 minutes it is automatically re-transmitted.
a) Turn the power on by pressing the ON/OFF button for one
The audible alarm sounds when DIST ACK is received. Press the ALARM second.
STOP key to silence the alarm.
b) Activate the VHF functions by pressing the 16 key.
c) After receiving the DIST ACK signal, communicate with the
coast station over working frequencies and class of emission c) Set the squelch level until the noise level is not audible using
(automatic setting) designated by own ship. the SQ and arrow up or down keys.

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 Johannes Mærsk Deck Operating Manual
Dual Watch Adding a Channel to a Scan Memory
The dual watch allows a watch to be kept on channel 16 and another Illustration 7.6.3b No.3 VHF Handset in the SCC
selected channel. a) Select the channel number to be added.

To start dual watch, select the required channel number to be dual watched b) Press SHIFT and 2.
and press the SHIFT and DW keys. DW will then appear on the display 10
screen. The message ‘STORES CH’ will be displayed for a few seconds.
1
To stop the dual watch press the SHIFT and DW keys, or press 16 on Function Menu MEM VOL SG
the panel. 2
The function menu offers facilities to view and set up the functionality of TX IW US 6
the handset and VHF transceiver.
Scanning 3 PWR I/U SPK DIM
5
The Debeg 6301CU has eight independent sets of memory tables to save a) Press the SHIFT and FUNC keys simultaneously.
channels for making scanning sessions. Each memory table may contain all TELEPHONY appears on the display.
4 CANCEL SELECT
11
channels available in the system. VOL
AUTO

7 CH SQ

To distinguish between the tables, each table has a number (0~7), and to each b) Press the arrow up or arrow down keys consecutively to scroll SCAN STO DEL 12
2
number can be attached a name of up to seven characters. through the menu to the desired location. ABC 1 DEF GHI 3
MEM INT-C DW 13
JKL 4 MNO 5 PQR 6
To attach a name to a scan table, enter the function menu. c) Press the SELECT key to enter the desired location.
STU 7 VWX 8 YZ- 9
The scan table number selected is shown on the display. d) Press the CANCEL key to return to the function menu. 8 SHIFT
FUNC P

* . 0 # 16 14
9
Setting the Scan Table
a) Press the SHIFT button and 4 on the panel.
15
The VHF display shows the message ‘SEL’ and the MEM symbol. The lower
part of the display shows the scan table’s number and name.

b) Press the number of the table to be scanned. In this case assume

it to be table 0.

The VHF display will now show the new scan table number 0.

Scanning Channels
1. Display
2. Indicator lamps TX, 1W & US 9. FUNC key
a) Press SHIFT and 1. 3. TX power level 10. ON/OFF button
4. INT/US 11. Volume control
5. Dimmer 12. Squelch selection
The lower display will show the scan table number, name and priority channel 6. Speaker ON/OFF 13. Intercom
of the scan table. 7. Channel selection 14. Channel 16 quick selection
8. Shift key 15. Loudspeaker

If the scan table does not contain any channels, scanning will not be started
and the display will show:

NO
MEM EMPTY

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 Johannes Mærsk Deck Operating Manual
Illustration 7.6.4a 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 Indicaton
From DGPS
Message Indicator Message Indicator
FAX MESSAGE
NE
N ER
RAA Power Indicaton
on Bridge Manoeuvring DATA MESSAGE

TELEX MESSAGE
Control Console RESET ON
Interface Unit Select Function Key Access Alpha Functions Key
(Selects Help - If Available)
Remote Distress Enter Key
NE RA Satur n B
Alarm Unit Alarm Test LED Access Shift Functions Key
DI S T R E S S
ALARM
Distress Alert
Captain's Office LES / Ocean Region Selection

Acknowledge AC K N OW L E D G E
Activated LED Displays Additional Help
Button Arrow / List Keys
Switches Internal (Step through Functions)
Distress Alarm Distress Button Speaker On/Off
Ramsat Ramsat
Received LED Wheelhouse (Under Flap) Modem and
9V DC Switches Between
Handsfree and
Normal Use
Ship's Control Centre

NERA SATURN B Toggles Hook Switch

Message Indicator Cisco Router or
Message Indicator
FAX MESSAGE
in the Ship's Control DATA MESSAGE
Reverts to Previous Function
Centre TELEX MESSAGE
RESET

Cisco Router
Main
Control
Handset
Radio Room
SatCom B Console
To Telephone
Exchange

220V AC
Power Supply Unit
24V DC

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 Johannes Mærsk Deck Operating Manual
7.6.4 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. The distress alarm unit is located on the bridge manoeuvring
Stations (CES), also known as Land Earth Stations (LES). The function of the control console directly above the message indicator.
INMARSAT is an international satellite communication system designed to
CES is to provide the land line connection for the requested call.
give near worldwide coverage (from approximately 70° North and South of the
equator) of voice, fax, telex and data messages to a suitably equipped operator. Message Indicator
The system consists of four geostationary (relative fixed position) satellites Mobile Earth Stations
strategically located in positions above the earth providing optimum coverage Two remote message indicators, one on the bridge and one in the SCC,
of the ocean regions. Due to the fact that the satellites are geostationary and Each operator equipped with suitable INMARSAT equipment is known as a gives an alarm when a message is received and indicates whether it is a
located above the equator, coverage of polar regions is poor, hence there Mobile Earth Station (MES), or also known as a Ship Earth Station (SES), fax, data or telex message.
comes a latitude at which coverage is not possible. and will have a separate Inmarsat identification number (IMN) depending on
the type of equipment that is fitted. Facsimile
There are five marine Inmarsat systems in operation;
Each system can be recognised by its IMN as follows: 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
be used for data comms, e-mail. SAT-A Seven digit code beginning with 1, eg 1444355
SAT-B Nine digit code beginning with 3, eg 323415000 Distress Keys
2. Inmarsat-B The successor to SAT A, has the same facilities, but SAT-C Nine digit code beginning with 4, eg 423200164 One remote distress alarm key is provided.
uses digital instead of analogue technology, and is
SAT-M Nine digit code beginning with 6, eg 623300163
therefore more efficient.
Telephone
3. Inmarsat-C A telex unit operating on ‘store and forward’ SatCom B System 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
Group Call (EGC) receiver built in, which allows for A high speed data transfer system is provided with full duplex link to a
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 Distress Calling
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
a) Lift the Sat B telephone handset from its base.
receiving messages and alerting of equipment faults. The system contains
5. Inmarsat-M Small direct dial telephone system. the following units:
b) Lift the flap covering the DISTRESS button and press and hold
the DISTRESS button for 6 seconds.
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 c) Wait for the dialling tone on the telephone handset.
IOR Indian Ocean Region provides a means of transmitting and receiving distress messages.
d) Press the # key to initiate the call.
AOR-E Atlantic Ocean Region East
Display Handset e) When the call is answered verbally transmit the distress
AOR-W Atlantic Ocean Region West
A handset complete with display and keypad controls the complete system. message in the format described in section 2.2.1.

Network Co-ordination Station f) Replace the handset on completion of call to maintain a clear
Message Indicator
line.
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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 Johannes Mærsk
Initial Switch On
The Saturn B unit should normally be left on continuously. If the power has
been interrupted or if turning the unit on for the first time the following
procedure should be adopted:
a) Press the POWER switch on the back panel of the main control
unit to ON.
The unit initiates a self-test function.
b) Press FUNC, 2, 9 on the handset and press ENTER to ensure
the gyro setting input is correct.
c) Press ESC continuously to return to the main menu display.
d) Press SHIFT and LES to confirm the correct ocean region
satellite in use.
e) Press ESC continuously to return to the main menu display.
f) Press FUNC, 2, 6 on the handset and press ENTER.
PRESS ENTER TO SEARCH is displayed on the screen.
g) Press ENTER to commence satellite search.
COMMAND ACCEPTED is displayed.
h) Press ESC continuously to return to the main menu display.
i) When the satellite system has acquired a suitable satellite, the
signal strength will be indicated by the number of * signs
present. *** indicates the most suitable signal and * the least.
Making a Standard Call
When the satellite phone has a suitable signal strength a call can be initiated
by simply dialling in the required number using 00 followed by the country
code and the number required. To call the number press # and wait for
the response.
To end a call press ESC on the handset.
Making a Standard Call via the Automatic Telephone System
There are four locations that allow access to the Sat B phone line from
the automatic telephone system, the Captain’s office, radio console, Chief
Engineer’s office and the infirmary. To access the system from these locations,
the user must first dial *410, then the required number.
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INMARSAT C STATION In each region there is one NCS and several LESs. The NCS keeps track
of all Inmarsat C transceivers in its region and broadcasts information such
Maker: STN Atlas / Thrane & Thrane as navigational warnings, weather reports and news. The LES provides the
Type: TT-3020C Capsat transceiver link between the MES and the terrestrial telecommunications networks via
TT10202 Message handling software satellite.
Equipment Description
Overview
The communication unit consists of a PC installed with the Capsat Message
The Inmarsat C system provides worldwide telex and data transmission and 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
terrestrial telex network via satellite.
Capsat Transceiver
Communication mode is store and forward telex, which means all information The front panel of the transceiver houses the following indicator lamps and
sent is first stored at an LES and then delivered to a designated party. control buttons:
An EGC (Enhanced Group Call) receiver is built into the unit to receive the
following types of messages broadcast from an LES: Power Indicator
Illuminates when power is on at the unit.
Safety-NET
Governments and maritime authorities can use this service to distribute Stop Button
maritime safety information to ships 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.
Fleet-NET
Log in Indicator
Commercial subscription organisations or shipping companies can use this
service to transmit information simultaneously to a selected group of ships, to Illuminates when the transceiver is logged into an ocean area. If the transceiver
provide up to the minute information. is in synchronisation, but has not been logged into an ocean area the indicator
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.
immediate priority over all other calls and are automatically routed to a
land-based Rescue Co-ordination Centre (RCC).
Send Indicator
The Inmarsat-C system consists of: Flashes when the transceiver enters the transmit protocol. When the transceiver
• 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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 Johannes Mærsk Deck Operating Manual
Alarm Button (and Stop Button)
Used to send distress alerts. Press the STOP button and the ALARM buttons
simultaneously for at least 5 seconds until the alarm LED starts flashing. The
distress alert, with current position of the ship, will normally be sent to the
land station used for the last transmission.

Alarm Indicator
When a distress alert has been sent, the alarm LED will flash until
acknowledgement is received from the LES and then it will remain on. The
alarm indicator can now be switched off by pressing the STOP button.

Sending a Distress Message

A Distress Alert can be sent by pressing the STOP and ALARM buttons
simultaneously on the transceiver panel. In order to send a detailed distress
message the following procedure shall be followed:

a) Type in the message required in the text field of the editor.

b) Select TRANSMIT (Alt T).

c) Press the tab key to move the cursor to the priority field
‘(*) Routine’.

d) Press the arrow key down twice to move to ‘( ) Distress’ and

press the space bar to select. This causes the address field to
show ‘SEARCH & RESCUE’.

e) Press enter to move the cursor to SEND and press ENTER

again to transmit.

f) Confirm the distress priority transmission by pressing ENTER

again.

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 Johannes Mærsk
7.6.5 EMERGENCY RADIOS
Maker: STN Atlas
Type: Debeg 6701
The Debeg 6701 is a two-way hand-held marine band VHF radiotelephone
complying with GMDSS requirements for communication in the event of an
emergency situation arising on board the vessel.
The vessel is equipped with three such units located in the radio room area,
each consisting of a main unit (radio) and a rechargeable battery pack, the
battery is designed to fit within the base of the main unit. Emergency battery
packs are supplied for emergency operation.
The radio is designed to store up to 80 channels within the 12.8 MHz band.
There are quick selection keys for channel 16 and two further channels. Setting
up controls are on the front of the main unit. Battery warning, transmission
power and channel selection indicators are provided on the display.
The radio provides short range voice distress communications in GMDSS
and is designed for use in lifesaving craft. It is also suitable for routine
shipboard communications.
Description of Controls
ON/OFF Switch
This pushbutton has to be depressed for at least one second to turn on the
transceiver, which will be indicated by the read out of the channel number
in the LCD display.
To minimize the risk of unintended power off, the pushbutton has to be
depressed for one second before the set is switched off.
Keyboard Lock Pushbutton
When this button is depressed for more than one second, the key-sign will
show up in the display indicating that the numeric keyboard is locked, thus
avoiding unintended change of channel number.
(Note: Quick selection of channel 16 is still possible by pressing 16.)
The numerical keyboard will be released for use by pressing the pushbutton
for more than one second.
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Speaker Mode Selection Pushbutton 4. Volume Level Function
The AF output level range may be selected for the intended mode of operation. If the VOL button is activated, the actual volume step will be shown below
When the speaker sign is shown in the display, the audio output level is in the blinking VOL sign for a period of 2.5 seconds.
the high range fitted for traditional use, with the transceiver held in front
of the user. The setting of the volume level can be changed by means of the arrow keys
whenever no other signs are blinking in the display.
When there is no speaker sign shown, the audio output level will be in
the low range setting the transceiver for convenient use as a normal radio Quick selection of call and distress channel 16 is carried out by pressing 16.
telephone handset.
Quick selection of the first user programmable channel is carried out by
Keyboard Beep Tone Function Control pressing A.
When depressed for more than one second, the audible keyboard feedback Quick selection of the second user programmable channel is carried out
can be switched on or off. by pressing B.
UP/DOWN Keys
Programming of the Channel Soft Keys
These keys are for a stepwise change on the setting of the selected function.
The four functions, which may be selected are described below. The user may change the channels, which can be selected by means of the
quick channel keys 16, A, and B.
The UP/DOWN keys will by default be active on the audio volume setting
indicated by the VOL sign. a) Select the channel required to have as a quick channel by
means of the CH key and the up and down keys.
1. Power Level Function
b) Press the lock key and then press 16, A or B. for more than
When the PWR button has been activated, the actual RF power level sign will one second.
be blinking for a period of 2.5 seconds, in which the arrow keys may be used
to change the power level setting.
2. Channel Selection Function
If the CH button is activated, the CH sign will blink for a period of 2.5
seconds, in which the arrow keys may be used to change the channel number,
either stepwise or by continuous activation.
If the CH button is depressed for more than one second, the receiving
frequency for the actual selected channel will be shown in the display as long
as the pushbutton is activated.
3. Squelch Level Function
If the SQ button is activated, the actual squelch step will be shown above the
blinking SQ sign for a period of 2.5 seconds, in which the setting may be
changed by means of the arrow keys.
If the SQ button is depressed for more than one second, the automatic squelch
facility will be activated, where the lowest step on which the receiver will
be muted is selected.
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 Johannes Mærsk Deck Operating Manual
Battery Charger Illustration 7.6.5a GMDSS Emergency Handheld VHF Radio
This charger is provide solely to charge 7.2V nickel cadmium batteries made
for the maritime portable VHF/UHF radio.

The charger has two charging positions. The front position is designed for
a portable radio mounted with a battery. The rear charging position is not
normally connected and is employed as storage for a spare battery or an
emergency battery.

Operation
a) Connect the charger to a 230V AC source.

b) Switch on the charger by pressing down the ON/OFF switch.

c) Insert the battery mounted radio in the front charging position.

The radio must be switched OFF during charging.

d) Press the CHAR switch downwards to start the charger and

the 14 hour timer.

The charger automatically checks the battery type, which can

be either 700mAh or 1200mAh.

e) If the charger accepts the battery, the indicator for the charging
position in use will light up constant red.

f) After 14 hours, the battery is fully charged and the indicator

1
will flash green. By means of a weak current, the charger
subsequently maintains the battery’s charge for as long as
it remains in the charger. The battery is then always ready 2 HI
LO
TX DUP VOL

for use. + -
SQ

3
g) The charging process can always be interrupted by switching
off the charger at the ON/OFF switch or by removing the radio.
In that case, it is necessary to press the CHAR switch in order 4
PWR VOL
to start a new 14-hour charging period.
CH SQ
h) If left in the charger, the battery will not be damaged as the
charger maintains the battery by means of a trickle charge
when the 14 hours have expired.
Key Switches

i) By pressing the DIM switch, the charging indicator can be 1. Monitor

switched on and off alternately. This has no effect on the
2. Lamp
charging process and is intended solely for use on board vessels
when situated in the wheelhouse. 3. PTT

4. Call

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 Johannes Mærsk Deck Operating Manual
7.6.6 SOUND POWERED TELEPHONES Receiving a Call

Maker: STN ATLAS Marine Electronics a) Lift the handset of the telephone unit when the telephone
Type: Debeg 7782 bell rings.

The Debeg 7782 emergency sound powered telephone system is installed b) Press the TALKER key in the handset to speak and listen to
on board to fulfil the demands of emergency communication between vital the calling station.
positions on the vessel during times of power failure or failure of the primary
telecommunication system. c) Replace the handset in the cradle when the call is completed.

The telephones are self-energised by voice and require no external power (Note: It is possible for a third party to monitor the call by lifting another
source except for manual cranking of the generator handle. handset on the system.)

The system has units at the following positions:

Bridge Channel 1
Engine Control Room Channel 2
Chief Engineer’s Office Channel 3
Emergency Generator Room Channel 4
Steering Gear Room Channel 5
Emergency Manoeuving Station Channel 6

The telephones positioned in noisy areas are of the head set type with a voice
compensated microphone.

Operation Procedure
Calling

a) Lift the handset of the telephone unit and listen to ensure that
the line is free.

b) Set the station switch to the required extension.

c) Turn the handle of the crank generator two or three times.

d) Press the TALKER key in the handset to speak and listen to

the called station.

e) Replace the handset in the cradle when the call is completed.

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 Johannes Mærsk Deck Operating Manual
7.6.7 AUTOMATIC TELEPHONE SYSTEM Procedure for Connection onto the Ship/Shore Land Line Procedure for Changing the Operator Station Time

Automatic Telephone
Maker: SAM Electronics
Type: Debeg 8105
The Debeg 8105 automatic exchange telephone system provides the
telecommunications throughout the vessel with each unit having auto-dialling
facilities to the other extensions. The distribution board and exchange is
located in the converter room on the bridge.
A subscriber’s index is placed next to each telephone unit. In those positions
outside of the accommodation, the telephones are of the waterproof type. In
areas of high noise levels, i.e., in the steering gear compartment and at the
emergency manoeuvring stand for the main engine, headsets can be used.
Where headsets are used, the headset extension must first be placed into
its socket on the side of the telephone unit. The handset is removed from
its cradle and the selection switch moved over from ‘handset’ to ‘headset’.
The telephone unit in the emergency generator room has a additional hearing
receiver.
This is only available from the ship’s control centre, Captain’s office, Chief The main telephone operator station is placed on the wheelhouse in the radio
Engineer’s office and fire station. operator station area. In order to ensure that the wake-up facility is maintained
with the correct ship’s time, proceed as follows:
a) From one of these designated extensions, press the * key
followed by 411. The outside number can now be dialled. a) At the main telephone operator station, press the PROG
pushbutton.
Procedure for Paging via the PA Address System b) Enter the access code number 71.
This is available from all extensions. c) Enter the new time in 24 hours format using the numeric
keypad. When the time is correct, press the OK pushbutton.
a) It is possible to make a broadcast throughout the entire ship
from any automatic telephone extension by pressing the * key d) To escape this function, press the speaker pushbutton, or lift
followed 469. the handset briefly.
Procedure for Interrupting a Busy Line Procedure for Group Calling
This is only available from the wheelhouse, ECR, engine room extensions, The wheelhouse (including both bridge wings) and engine room each have
ship’s control centre, Captain’s office, Chief Engineer’s office, and the fire three lines into these areas. It is possible to make a group call which will ring
station. all the phones in these locations.

The automatic telephone system also has the following facilities:
• Connection onto the Sat B system form selected extensions
• Connection onto the ship/shore land line in port form selected
extensions
• Paging over the ship’s PA system from all extensions
• Interrupt facility from selected extensions
• Call back facility from all extensions
• Access to the wake-up call facility from all extensions
a) From one of these designated extensions, press the ‘R’ key Wheelhouse Group Call
followed by the * key, then 46. The caller will now break
into the line.
a) From the hand set press * followed by 4501, all the automatic
telephones on the wheelhouse will ring, lines 10, 11 and 12.
Procedure for Making a Call Back
Engine Room Group Call
This is available from all extensions.
a) From any of the extensions, press the ‘R’ key followed by the a) From the hand set press * followed by 4502, all the automatic
* key then 61. When the engaged line that was called becomes telephones on the engine room will ring, lines 22, 77 and 78.
free, the telephone on both parties will ring.

Procedure for Connection onto the Sat B system Procedure for Placing a Wake-Up Call

This is only available from the Captain’s office, Chief Engineer’s office, radio
room and the infirmary.
a) From one of these designated extensions, press the * key
followed by 410. The outside number can now be dialled. This
facility must only be used on the authority of the Captain.
This is available from all extensions.
a) From the handset, press the * key followed by 642. Enter
the time using the keypad, hours then minutes in the 24 hour
format. Replace the receiver. The wake-up system will take
into account any change in the ship’s clocks.

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7.6.8 PUBLIC ADDRESS AND TALKBACK SYSTEM Talk-Back System

PUBLIC ADDRESSOR The talk-back system is used for the following areas:

Maker: SAM Electronics • Stern station port side (Line 1)

Type: Debeg 8240 • Stern station starboard side (Line 2)
• Focsle area, port and starboard sides (Line 3)
The public address system is a maintenance free intercom system operating
from the ship’s main 220V AC supply, and also provided with a back-up 24V
The main talkback control unit is located on the bridge manoeuvring control
DC battery supply in the event of power failure.
console. Additionally it is possible to make a talkback from either bridge wing
having first inserted the portable microphone unit into the socket on the side
The system located on the bridge manoeuvring control console incorporates
of bridge wing control console.
a main station, loudspeaker system and gooseneck microphone, enabling
information to be broadcast throughout the public spaces of the vessel from
The talkback units on deck are fitted on the port side at the focsle area, on
the wheelhouse.
the aft mooring deck it is fitted inboard of the stairway casing leading down
to the steering gear compartment. There are talkback speakers fitted on the
There is a jack on the side of each bridge wing control console for the
starboard side at the forward and aft areas.
plugging in of a portable microphone. The system is still initallised and line
selection made from the main control panel before a broadcast can be made
from one of the remote stations. Operating Procedure
Additionally, it is possible to make a ship wide PA announcement from any a) Operate the power switch into the ON position.
automatic telephone extension by pressing the * key followed by 469.
b) Select the required line(s) with the appropriate switch.
Broadcasts can be made to any or all of the following areas:
c) Operate the horn switch for a few seconds to attract the
• Alleyways, staircases, galley and ECR (Line 1) attention of all personnel.

• Accommodation and public rooms (Line 2) d) Personnel at the outside station will press the TALK button
• Line 1 and 2 plus outside areas on their unit and acknowledge the call. To relay the message
from the bridge wait for their acknowledgement to end before
operating the PRESS TO TALK switch on the main control
Operating Procedure panel.

a) Press the system ON button.

b) Select the required area pushbuttons for the broadcast to be

heard.

c) Press the TALK button. The gooseneck microphone can be

adjusted to suit. There is a volume control dial located just
above the line selection buttons.

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7.6.9 SOUND SIGNALLING DEVICE Function Keys Third Row
Top Row Switch 1 Manual sound signal
ELECTRIC PISTON HORN
••••• Five short blasts on the whistle Switch 2 Manual light signal
Maker: Zollner • One short blast on the whistle supplemented by one short Switch 3 Cut in or cut out of the light signal allowing supplementary
Type: Zet-Horn 90AC flash from the all round white signal light use with sound signals as required
•• Two short blasts on the whistle supplemented by two short Switch 4 Cut in for automatic signals in conjunction with the
flashes from the all round white signal light preselection signal switch
The Zollner piston horn is a 440V electrically operated horn, emitting a high
••• Three short blasts on the whistle supplemented by three short Bottom Row
intensity sound through a resonance action. The motor rotation is accelerated
flashes from the all round white signal light
over helical gears and transmitted over a crank mechanism to drive the piston Switch 1 Dimmer switch
in a high speed reciprocating motion. 0 Cut out of the automatic light signals
Switch 2 60, 90 and 120 second timer interval switch
The vibrations caused by the oscillating piston produce a pure tone with wide Second Row
Switch 3 Preselector signal switch
audible range. The flanged mounted motor has a powerful starting torque Bell Automatic bell/gong signal Switch 4 No.1 and 2 horn preselection switch
permitting immediate sound transmission when activated.
0 Cut out of the automatic bell/gong signal
A time controller panel combined with the fog, bell and gong system, mounted
on the bridge main control console, contains the controls for the automatic SOUND SIGNAL DIRECTION DETECTOR
fog signal function.
Maker: Zollner
Manual whistle pushbuttons are situated on each of the bridge wing control Type: SRD 414/1
consoles, above each ARPA control keyboard panel console and on the time
controller panel of the whistle controller. The Zollner Sound Signal Direction Detector is a device used to determine the
approximate direction of a received sound signal from an outside source.
FOG BELL AND GONG SYSTEM
The system consists of four sea water resistant signal receivers aligned in the
Maker: Zollner forward, aft, port and starboard directions of the vessel. Any audible signal
Type: Signal-Automaton 10+SBG received is first amplified prior to conversion onto a visual display located on
the overhead console at the wheelhouse front.
The Signal-Automaton 10+SBG automatically produces ten different sound
The display unit consists of a series of unlit LED lamps in a quadrant
and light signals meeting the requirements of the International Regulations for
formation so that as the signal is detected and converted onto the visual
Preventing Collisions at Sea, 1972.
display, the direction is indicated by the greatest number of LEDs lit up in that
relative quadrant. The unit has a volume control which can be adjusted for
The system has the facility to automatically generate manoeuvring signals of
sensitivity as required during varying climatic conditions.
one, two, three or five short blasts on the ships whistle, also supplemented by
the same light signal from the manoeuvring lamp.

Restricted visibility sound signals including the fog bell and gong signals
complying with rule 35 of the COLREGS may also be automatically generated
by the unit.

The system is designed for centralised operation from the wheelhouse control
panel. Power is supplied from the ship’s main 230V AC and additionally by
an emergency back-up 24V DC. Fog Bell and Gong Control Panel

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7.6.10 EPIRB AND SARTS Operating Procedure SARTS

a) When the signal to abandon ship is given, the designated person
EPIRB (Float Free Type) on the muster list should collect the EPIRB from its container.
If this is not possible, then the last person to leave the bridge
Type: Kannad 406 FW’
should ensure that it is taken.
Frequency: 406MHz
b) When safely in the survival craft, deploy the aerial.
There is a EPIRB (Emergency Position Indicating Radio Beacon) mounted on
the starboard side of bridge deck which is fitted with a hydrostatic release. c) Unscrew the transparent cap and put the switch to the ON
position. After a few moments the xenon strobe light and red
The function of the EPIRB is to help locate survivors in the event of a search marker light will flash.
and rescue operation. The EPIRB will also act as an automatic means of
distress transmission if no other means is available. d) Screw the transparent cap back on and place the unit in a
clear upright position.
Manufacturer: Serpe I.E.S.M
Type: Rescuer
Frequency: 9GHz
The Search And Rescue Transponder (SART) forms an important part
of GMDSS. The function of the transponder, which consists of a 9GHz
transmitter/receiver, is to indicate the position of a ship by producing range
and bearing information on any X band radar display.
The transmitted signal is triggered by interrogation from an X band radar
and produces a distinctive dotted line on the radar screen, representing
approximately 10 nautical miles. The SART, once activated, responds

EPIRB Testing

On a monthly basis in accordance with QE and SMS i01 proc. No.419 on

DIS vessels, the EPIRB’s should be inspected monthly for the condition of
the casing and the securing/float free mechanisms.

On a yearly basis the EPIRB’s will be inspected and tested by an approved

agent.

EPIRB (Portable Survival Type)

Type: Kannad 406 S

Frequency: 406MHz

The survival EPIRB is designed to be removed from the bridge and taken to
the survival craft if abandonment of the ship is to take place.

It is located on the port side of the bridge, forward of the access door to the
port bridge wing. Adjacent to this EPIRB is one of the two SART units Hydraulic Release
Unit for Lifebuoy
Aft of Liferafts on
A Deck

Float Free EPIRB on Starboard Bridge Wing

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 Johannes Mærsk Deck Operating Manual
automatically by transmitting a response pulse which is synchronous to any d) When the radar beam interrogates the SART, the internal
received radar transmitted pulse. It also provides confidence to survivors by loudspeaker gives off an audible signal. The signal is continuous
giving an audible signal and visual indication of the approach of assistance. when close to a radar source but becomes intermittent at a
distance.
Two units are fitted, one by each bridge wing door.
e) Check the radar display that it shows the 12 to 20 dots radiating
out from the position of the SART in concentric circles.
Operation Releasing the black test ring shuts down the unit.
a) Remove the RESCUER from its bulkhead mounting bracket. f) Check the battery expiry date.
b) Activate the unit by removing the safety pin. g) Enter the results of the test in the GMDSS logbook.
c) Enure that the red indicator lamp illuminates. h) The SART battery should be renewed according to the maker’s
instructions.
d) Place the transponder in as high and open position as
practicable.
Test Procedure Between Two SARTS
Monthly Testing
a) Remove both units from their brackets.
The radar test procedure should only be carried out in open water with no b) On the first unit, turn the black ring to the TEST position,
other ships in the vicinity. the flashing light and bleeper will activate for a period of 10
seconds and will go into standby mode.
a) Remove the RESCUER from its bulkhead mounting bracket.
c) While maintaining the first unit in the standby test mode, turn
b) Check the unit for any visible signs of damage. the black test ring of the second unit into the TEST transmitting
position. The first unit will now emit a received signal.
c) Turn the black ring to the TEST position, the flashing light
and bleeper will activate for a period of 10 seconds and will d) Reverse the operation, putting the second unit in test then
go into standby mode. standby mode, then activating the test mode of the first unit.

e) On completion of the test, return both units to the off position

and enter the results of the test in the GMDSS logbook.

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 7.7 Lighting Systems

7.7.1 Navigation Lights

7.7.2 Deck Lighting

Illustrations

7.7.1a Navigation Signal Lights

7.7.2a Deck Lighting Arrangement

7.7.2b Deck Lighting Panel

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 Johannes Mærsk Deck Operating Manual
Illustration 7.7.1a Navigation Signal Lights

SIGNAL LANTERNS PANEL

MASTHEAD NUC RED 1 NUC RED 1 MASTHEAD ANCHOR
FWD PORT SIDE STBD SIDE FWD FWD
PORT STBD
STEERING
LIGHTS

ANCHOR AFT
MASTHEAD NUC RED 3 NUC RED 3 MASTHEAD
PORT
AFT PORT SIDE STBD SIDE AFT
ROTTERDAM SIDE
LIGHTS

ANCHOR AFT
PORT SIDE NUC RED 3 NUC RED 3 PORT SIDE
STARBOARD
RED PORT SIDE STBD SIDE RED
SIDE

STARBOARD STARBOARD
NUC WHITE NUC WHITE
SIDE SIDE STERN
PORT SIDE STBD SIDE
GREEN GREEN

ANCHOR NUC RED 4 NUC RED 4

FORWARD PORT SIDE STBD SIDE

ANCHOR AFT NUC RED 5 NUC RED 5

PORT PORT SIDE STBD SIDE
SIDE

ANCHOR AFT
STARBOARD
SIDE FEED 1
6 5 4
RESET O O
1 2 1 2
3
9 8 7

FEED 2
2 1

0
11 1
12 FEED 1

TEST FEED 2 TEST RESET

STERN
DIMMER DIMMER
ON ON
O
1

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 Johannes Mærsk Deck Operating Manual
7.7 LIGHTING SYSTEMS Testing Procedure for Navigation Lights

7.7.1 NAVIGATION LIGHTS a) Operate the lamp TEST button on each individual panel, the
outside lamps and corresponding LEDs are illuminated. The
Maker: Aqua Signal outside lights should be visually checked. The buzzer will
sound if any have failed.
The control panels for the navigation lights are situated on the bridge
manoeuvring control console and consist of a signal lantern lights panel, b) Switch the system TEST button to off.
navigation panel and a spare navigation panel located side by side.
Signalling Lights
The officer of the watch must ensure that navigation lights are properly shown
during his watch, in accordance with the applicable COLREGS.
Morse/Manoeuvring Light
Spare light bulbs and fuses must be kept accessible and ready for use. The A morse/manoeuvring light is fitted on the main mast. The light is operated
navigation light system must be tested periodically. by a pushbutton fitted on the bridge manoeuvring control console by each
ARPA control panel, by the manoeuvring telegraph and on each bridge wing
Power feed line 1 is from the emergency switchboard 230V system. Power control console.
feed line 2 is from the 230V navigation distribution panel.
Portable Daylight Signal Light
Operation Procedure for Navigation Lights A waterproof Aldis type portable daylight signal lamp is provided and stored
in the wheelhouse and is provided with a 24V socket at each bridge wing
Operation of the lights from both the main panel and spare panel is essentially control console.
the same:

a) Set the power feed switch to either 1 or 2.

If the power supply is abnormal, the buzzer will sound.

The appropriate navigation lights are switched on by their individual

pushbuttons which will then light up.

The outside lights and the corresponding LEDs are illuminated.

The outside lights are constantly monitored. If a lamp or fuse failure occurs,
the buzzer will sound and the pushbutton light and corresponding LED will
flash. An alarm indication is sounded on the ‘duty alarm panel’.

b) Accept the alarms and switch on the corresponding light on

the spare panel.

On the light which has failed, press the pushbutton to switch

off the power to that light, the flashing button and LED will
stop. Press the RESET pushbutton to mute the buzzer. Check
and replace the fuse.

Switch the power back on to the light, if the system is working

switch off the spare light. If the pushbutton and LED start
flashing, change back over to the spare light and inspect/change
the light bulb as soon as practicable.

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 Johannes Mærsk Deck Operating Manual
Illustration 7.7.2a Deck Lighting Arrangement

Foremast Aft Foremast

Floodlights Fore
Floodlight

MAERSK SEALAND

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 Johannes Mærsk Deck Operating Manual
7.7.2 DECK LIGHTING Hatch Cover Lighting for Lashing Duties
The deck lighting is controlled from the wheelhouse control panel situated on There are 500W halogen floodlights fitted for lashing duties, one on each
the aft bulkhead, with an additional selective control from the cargo hold fan side of the lashing ways. There is a common switch on the bridge panel
starter panel located in the ship’s control centre (SCC). with individual on/off pushbuttons on the port side of upper deck adjacent
to each lashing ways.
Boat Preparation Lights and Launching Lights
Illustration 7.7.2b Deck Lighting Panel
One 500W halogen floodlight fed from the emergency switchboard is provided
at each lifeboat embarkation area. A 500W halogen floodlight fed from the Wheelhouse Deck Lighting Control Panel
emergency switchboard of the swivelling stantion type is positioned at each
liferaft station.
Supply Nav. Distribution
Main Supply Emergency Supply
Floodlights MAIN AUTO EMERG.

Halogen floodlights are provided for the deck lighting and controlled from the
lighting control panel in the wheelhouse or SCC:
Floodlight Floodlight 1,000W Floodlight 500W Floodlight Floodlight Floodlight
Floodlight Light Above Light Below Aft Part Outside Lighting
Top of Deckhouse Top of H-Deck Top of H-Deck Top of Deckhouse Fore Mast Fore Mast
Funnel Mark Winches Aft Bay 44 Bay 48 A-Deck
• One x 500W halogen floodlight on the foremast facing forward Facing Forward Facing Forward Facing Forward Facing Aft Facing Aft Winch Area

for the forward mooring station. 0

1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1

• Two x 500W halogen floodlights, one on each side of the

foremast facing outboard.
• Two x 1,000W halogen floodlights on the foremast facing aft. Floodlight Floodlight Crane Lighting Lighting Zone 1 Lighting Zone 1 Lighting Zone 2 Lighting Zone 3 Lighting Zone 5
Floodlight on Floodlight on Floodlight on
Lifeboat Port and Lifeboat Stbd and Crane Fore Ship Crane Middle Ship Crane Aft Ship Warning Light Superstructure Passageway Port Passageway Stbd Mooring Area Lashing Light Mooring Area Aft
• Two x 1,000W halogen floodlights fed from the emergency Liferaft Port Liferaft Stbd Foscle Surface Mounted Surface Mounted

switchboard, one on each side at the forward liferaft stations. 0 0 0

1 1 1

• Two x 1,000W halogen floodlights, on compass deck facing

forward.
• Two x 1,000W halogen floodlights, on compass deck facing Light Between Light Between Light Between Light Between Light Between Light Between Light Between Light Between Light Between Light Between Light Between
aft. Bay 40 and ACC Bay 36 and 40 Bay 32 and 36 Bay 28 and 32 Bay 24 and 28 Bay 20 and 24 Bay 16 and 20 Bay 12 and 16 Bay 08 and 12 Bay 04 and 08 Bay 01 and 04

• Two x 500W halogen floodlights, one on each side of the

compass deck illuminating the funnel.
• Two x 500W halogen floodlights, centrally below the bridge
facing forward.
• Two x 1,000W halogen floodlights, one on each side outboard Deck Lighting as Part of the Cargo Hold Fan Control Panel in the SCC
below the bridge facing forward.
• Two x 1,000W halogen floodlights, one on each bridge wing
on a swivelling stanchion.
• Three x 500W halogen floodlights, on aft mooring deck. The Superstructure
Passageway
Zone 1 Pt
Passageway
Zone 1 Stbd
Mooring Deck
Zone 2 Focsle
Lashing Way
Zone 3 Pos. 6
Aft Mooring Area
Zone 5 Pos. 6
Lighting
Cargo Hold 2
Lighting
Cargo Hold 3
Lighting
Cargo Hold 4
Lighting
Cargo Hold 5
Lighting
Cargo Hold 6
two outboard units are fed from the emergency switchboard.
OFF/ON OFF/ON
• One x 500W halogen floodlight, centrally located on the aft
mooring deck lashing bridge facing forward.
• Four x 500W halogen floodlights, one at each accommodation
and pilot ladder fitted on a swivelling stanchion.

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 7.8 Routine 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 Procedures

Illustrations

7.8.5a Helicopter Winching Arrangement

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 Johannes Mærsk Deck Operating Manual
7.8 ROUTINE PROCEDURES planning, as it is at this stage that all pertinent information is gathered, A great circle route is the shortest distance, but other considerations will need
and a firm foundation for the plan is laid. The urge to commence planning to be taken into account including ;
7.8.1 PASSAGE PLANNING as soon as possible should be resisted, as time allocated to appraisal will
pay dividends later. • Meteorological conditions even if the recommended route is
General
longer in distance, as it may prove shorter in time, and the
A plan for the intended passage is to be prepared prior to sailing. Information Sources ship less likely to suffer damage. Weather systems also need
to be considered, e.g the possibility of encountering Tropical
The Master’s decision on the overall conduct of the passage will be based Revolving Storms.
Procedure upon an appraisal of the latest available information. This appraisal will be • Ocean currents if advantageous.
made by considering the information from all possible sources including:
a) It is customary for the Master to delegate the initial responsibility • The proximity of war zones.
for preparation of a Passage Plan to the officer responsible for • Chart catalogue
the maintenance of the navigational equipment and publications, • Navigational charts
usually the second officer. The plan should be assessed and Coastal Passages
approved by the Master prior to commencement of the voyage. • Ocean Passages for the World
The main consideration at the appraisal stage will be to determine the distance.
• Routing or Pilot charts
The courses should be laid off, staying well clear of coastlines and off
b) All deck officers should carefully study the plan, and when
• Sailing Directions and Pilot books shore dangers. Attention must be given to the vessel’s draught and minimum
fully understood sign at the bottom of the last page of the
• Light lists under-keel clearance allowing for the effects of squat on the vessel.
prepared passage plan to show their understanding.
• Tide tables Traffic separation schemes shall be followed whenever possible. However if
c) No member of the bridge team should hesitate in questioning
• Tidal stream atlases the TSS is NOT used it shall be avoided by as wide a margin as possible
any part of the proposed passage plan, if they consider that the
and Rule 10 of the International Regulations for Preventing Collisions at Sea
safety of the vessel is being compromised. • Notices to Mariners fully complied with. Details of mandatory Traffic Separation Schemes can be
• Routing Information found in the IMO Ship’s Routing Guide.
d) The Master is to ensure that a copy of the prepared plan for
the forthcoming voyage is sent to Maersk head office prior to • Radio signal information (including VTS and Pilotage services)
sailing, for the attention of a Marine Superintendent. Appraisal Completed
• Climatic information
The passage plan for a voyage, regardless of duration, can be broken down • Load line chart Having made an appraisal of the intended voyage, the Master will determine
into two major stages: his strategy and then delegate to the assigned officer the planning of the
• Distance tables
voyage. Irrespective of who actually does the planning, it is to be based
a) Preparation which consists of; • Electronic Navigational Systems information on the Master’s requirements, as it is the Master who carries the final
Appraisal. responsibility for the plan.
• Radio and local warnings
Planning.
• Owner’s Instructions
b) Execution which consists of: Passage Planning
• Draught of vessel
Organisation.
• Personal experience Passage plans should be made from berth to berth, not from pilot station to
Monitoring.
pilot station. This requirement is justified by referring to the IMO resolution,
• Mariner’s hand book which states that despite the duties and obligations of a pilot, his presence
Passage Appraisal and Planning on board does not relieve the officer in charge of the watch from his duties
Having collected together all the relevant information, the Master, in
and obligations for the safety of the ship. This makes it quite clear that
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
it is necessary and prudent to plan from berth to berth, even though it is
those controlling the venture must have an understanding of the risks passage, which may be one of, or a combination of the following:
anticipated that there will be a pilot on board the vessel at certain stages
involved. of the voyage.
Ocean Passage
The appraisal stage of passage planning examines these risks. If alternatives
are available, these alternatives are evaluated and a compromise solution is The passage may be a transocean route, in which case the first consideration will
reached. Where the level of risk is balanced against commercial expediency, be the distance between ports, bunker and stores requirements and availability at
the appraisal should be considered as the most important part of passage the loading and discharge ports, or in case of an emergency en route.

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 Johannes Mærsk
The plan also needs to include all eventualities and contingencies and will be
further discussed with the pilot when he boards to ensure compliance.
Passage planning may be considered in two stages, though at times, they
will merge and overlap.
1. Ocean and open waters.
2. Coastal and estuary.
Planning Sequence
Charts
Collect together all the charts for the intended voyage, putting them into the
correct order. Ensure that all the charts and publications have been corrected
to the latest Notices to Mariners available.
Areas to be Avoided
Coastal and estuary charts should be examined, and all areas to be avoided,
carefully shown by highlighting or cross-hatching.
Margins of Safety
Before tracks are marked on the chart, the clearing distances from any areas to
be avoided need to be considered. Among the factors which will be taken into
account when deciding the size of the ‘margin of safety’ are:
• The size and manoeuvring characteristics of the vessel.
• The draught in relation to the available depth and breadth
of water.
• The accuracy of the position fixing systems to be used.
• Tidal streams and currents.
Margins of safety will show how far the ship can deviate from track, yet
still remain in safe water.
Safe water can be defined as areas where the ship may safely deviate.
Tracks should be drawn on the small scale charts, according to the decisions
made at the appraisal stage, regarding the route to be taken.
Chart changeover points should be quite clearly shown on all charts.
Track Considerations
The ship must be in safe water at all times and remain at a safe distance
from any dangers to minimise the possibility of grounding in the event of
machinery breakdown or navigational error.
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Distance off navigational hazards or the grounding line will depend on
following:
• The draught of the ship relative to the depth and breadth of
water.
• The weather conditions.
• The set and rate of the tidal streams or current.
• The volume of traffic.
• The age and reliability of the chart survey soundings.
• The availability of safe water.
Regulations, both Company and National, regarding off shore distances must
also be observed.
Deviation from the planned track may be necessary at any time, e.g. having to
alter for another ship, however, such deviation from track should be limited,
so that the ship does not enter areas where it may be at risk or closely
approach the margins of safety.
Under-keel clearance: It is important that the reduced under-keel clearance
has been planned for and clearly shown.
In tidal areas, adequate under-keel clearance may only be attainable during the
period that the tide has achieved a given height. Outside that period, the area
must be considered as unsafe. Such a safe period is called the tidal window,
and must be clearly indicated, so that the OOW is in no doubt as to whether
or not it is safe for the ship to proceed.
Tidal and current information is often available on the chart, though more
detailed information is available in ‘Ocean Passages For The World’, routing
charts, pilot books, tide tables and tidal stream atlases.
In confined waters, when navigating on large scale charts, the margins of
safety may require the ship to commence altering course, at a planned wheel
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
to the planned rate of turn and speed that it is calculated for.
Radar Parallel Indexing
Parallel indexing is an invaluable and effective method of constantly
monitoring the vessel’s track in all states of visibility.
ARPA mapping may be used in addition to, but not to the exclusion of, other
methods of monitoring the vessel’s position.
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Deck Operating Manual
Waypoints
A waypoint is a position, shown on the chart, where a planned change of
status will occur. It will often be a change of course, but may also be an
event such as:
• Start or end of a sea passage.
• Alteration of speed.
• Pilot embarkation point.
• Anchorage.
• A point where an ETA or Notice of Readiness is to be given.
Aborts and Contingencies
No matter how well planned and conducted a passage may be, there may
come the time when, due to a change in circumstances, the planned passage
will have to be deviated from.
Aborts
When approaching constrained waters, the ship may be in a position beyond
which it will not be possible to do anything other than proceed. This is termed
the point of no return, and is the position where the ship enters water so
narrow that there is no room to turn, or where it is not possible to retrace the
track, due to a falling tide and insufficient under keel clearance.
A position needs to be clearly marked on the chart showing the last point
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
circle, etc. and it must be clearly shown, as must a subsequent planned
track to safe water.
The reasons for not proceeding and deciding to abort will vary according to
the circumstances but may include:
• Deviation from approach line.
• Machinery failure or malfunction.
• Instrument failure or malfunction.
• Non availability of tugs or berth.
• Dangerous situation ashore or in harbour.
• Any situation where it is deemed unsafe to proceed.
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 Johannes 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 In addition to the information on the charts, the whole of the passage plan shown on the chart.
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
emergency action. Contingency planning will include: execution of the voyage. It must always be borne in mind that safe execution of the passage may only
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. of it, it is good practice for an abbreviated edition of the plan to be copied the departure being delayed, or the need to make a timed arrival at the
into a notebook. This allows the person having the con, other than a pilot, next port.
• Waiting areas.
to update himself as and when required, without having to leave the conning
• Emergency berth. position to check for information. The officer of the watch should have full knowledge of all safety and
navigational equipment on board the vessel, and should be aware of the
Contingency plans will need to be made at the planning stage and clearly 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 Masters 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 watch keeper, 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, 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.
• Clearing marks. personnel will need to be briefed so that work schedules and requirements
• Traffic conditions at focal points. can be planned. In particular, any variation from the routine running of
• Luminous and geographical ranges of lights.
• ETA at destination, particularly where there may be no the ship, such as doubling of watches and anchor party requirements, must
• Landfall lights. be specifically advised to the personnel involved, either by the Master or
advantage gained by an early arrival.
• Use of echo sounder. the officer of the watch. Such briefings will require frequent updating, and
Tidal stream information, obtained from the chart or tidal stream atlases, can at different stages of the voyage, there may have to be further briefing.
be included in the planned passage when the time of transit of a relevant area Briefing will make individuals aware of their own part in the overall plan and
is known. Ideally, the course to steer should be calculated prior to making contribute to their job satisfaction.
the transit, though in fact, strict adherence to the planned track will actually

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 Johannes Mærsk
Voyage Preparation
This will normally be the task of the duty officer who will prepare the bridge
for sea. Such routine tasks should be achieved with the aid of a checklist,
and cover all bridge equipment and steering gear tests as per SOLAS and
company requirements.
Bridge Preparation
As and when directed by the Master, the officer responsible should prepare
the bridge as follows:
a) Ensure that the passage plan and supporting information is
available and to hand.
b) Check that the charts are in sequence in the chart drawer,
and the current chart is available on the chart table with the
planned route drawn on.
c) Check that the chart table equipment, such as pens, pencils,
parallel rules, dividers, notepads are in order and to hand.
d) Check that ancillary watch keeping equipment, such as
binoculars, azimuth rings and aldis lamps, is in order and
readily to hand.
e) Confirm that monitoring and recording equipment such as the
course recorder and engine movement recorder, is operational
and that the recording paper is replaced if necessary. Records
should be dated and signed as necessary.
f) Confirm that the master gyrocompass is fully operational and
that the repeaters are aligned. The compass error should be
checked.
This may be easily achieved when the vessel is alongside a
berth by referencing the charted heading of the berth with the
ship’s compass reading.
g) Check that all instrument illumination lamps are operational.
h) Check the navigation and signal lights.
i) Switch on any electronic navigational equipment that has
been shut down and ensure operating mode and position are
confirmed.
j) Switch on and confirm the read outs of the echo sounder
and logs and confirm that associated recording equipment is
operational and has adequate paper.
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k) After ensuring that the scanners are clear, switch on and tune
radars and set appropriate ranges and modes.
l) Switch on and test the control equipment, such as telegraphs,
and steering gear as appropriate, liaising with the engine room
as required to ascertain all equipment operating properly.
m) Switch on and test communications equipment for both internal
and external use (VHF and MF radios, Navtex, Inmarsat and
GMDSS systems as appropriate).
n) Test the sound signalling devices.
o) Ensure that clear view screens and wipers are operational and
that the windows are clean.
p) Confirm that all clocks and recording equipment are
synchronised.
q) After ensuring that there is no relevant new information on
the telex, fax or Navtex, advise the Master that the bridge
is ready for sea.
Monitoring the Ship’s Progress
Monitoring is ensuring that the ship is following the pre-determined passage
plan, and is a primary function of the officer of the watch. For this he/she
may be alone, assisted by other ship’s personnel, or acting as back-up and
information source to another officer having the con.
Monitoring consists of following a series of functions, analysing the results
and taking any action based upon such analysis.
Fixing Method
The first requirement of monitoring is to establish the position of the ship.
This may be done by a variety of methods, ranging from the very basic three
bearing lines, through to a more technical use of radar ranges / bearings,
to 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 fix
has been derived, the end result is no more than a position. It is how this
information is used that is important.
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Deck Operating Manual
Visual Bearings
As stated previously, fixing methods vary.
Basic fixing consists of more than one position line being obtained by taking
bearings using an azimuth ring on a compass or repeater.
Gyro or magnetic fixing, the bearings are corrected to true, drawn on the chart
and the position shown. Three position lines are the minimum required to
ensure a fix of reasonable accuracy.
Poor visibility or lack of definable visual objects may prevent a three-bearing
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.
In any case, a mixture of visual or radar bearing and radar ranges is acceptable.
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.
Generally all available position fixing methods should be used whenever
practical.
Frequency
Fix frequency should have been determined at the planning stage. Even so this
may have to be revised, always bearing in mind that the minimum frequency
is such that the ship cannot be allowed to get into danger between fixes.
Regularity
Fixing needs not only to be accurate and sufficiently frequent, it also needs
to be regular so as to give a clear indication of set and the vessel’s speed
over the ground.
Estimated Position
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
watch) ahead and each time a position has been fixed it should compare with
the estimated position as a guidance.
It is also good practice to observe the echo sounder reading at the same
time when taking a fix, and writing this reading on the chart beside the fix.
If the observed reading is not close to that expected on the chart then this
can give instant warning for the possible need to take action to prevent a
dangerous situation arising.
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 Johannes Mærsk
Cross Track Error
Having fixed the position, the OOW will be aware of whether or not the ship
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,
it must be determined whether or not such deviation will cause the ship to
sail in to danger and what action should be taken to remedy the situation.
Apart from deviating from the track to avoid an unplanned hazard, such as an
approaching ship, there is no justification not to correct the deviation and get
the ship back on to the planned track.
The OOW must judge how great a compensation of course need be applied to
return to track bearing in mind that even when returning to track, an allowance
is required to maintain the planned route.
Observance of the International Regulations for Prevention
of Collisions at Sea
Irrespective of the planned passage, conforming with the requirements of
the International Regulations for Preventing Collisions at Sea (The ‘rule of
the road’) is mandatory.
Rule 16 States: Every vessel which is directed to keep out of the way of
another vessel shall, so far as possible, take early and substantial action to
keep well clear.
Despite the requirement to maintain track, rule 8 makes it quite clear that
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.
Proper planning will ensure that the ship will never be in a situation where
such action cannot be taken.
Lookout
Rule 5 of the international regulations for preventing collisions at sea states
every vessel shall, at all times, maintain a proper lookout by sight and hearing,
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
risk of collision.
The keeping of an efficient lookout needs to be interpreted in its fullest sense,
with the OOW being aware that lookout includes the following items:
• A constant and continuous all-round visual lookout enabling a
full understanding of the current situation and the proximity of
dangers, other ships and navigation marks.
• Visual observation will also give an instant update of
environmental changes, particularly visibility and weather
conditions.
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• Visual observation of the compass bearing of an approaching Light Sectors
ship will show whether or not it is changing and whether or The changing colours of sectored lights can also be used to advantage by
not it needs to be considered a danger. Reference should be the OOW who, being very aware of it, will realise that the ship is sailing
made to Rule 7 regarding approaching large vessels or vessels into danger.
at close range whose bearing may appreciably change, but still
remain a collision risk.
• Visual observation of characteristics of lights is the only way
of positively identifying them, and this increases the OOW
situational awareness.
The lookout will also include the routine monitoring of ship control and
alarm systems such as regularly comparing standard and gyrocompasses and
checking that the correct course is being steered.
Electronic aids should not be overlooked or ignored under any circumstances,
but it should be borne in mind that echo sounder, radars, etc., are all aids to
navigation, not merely a single means of navigation.
Under-Keel Clearance
Routine observation of the echo sounder is one of the watch procedures.
Waypoints
Waypoints are good indicators of whether the ship is on time or not. If not,
then something has occurred or is occurring which has affected the passage
and the OOW will take steps to correct this occurrence.
Transits (Ranges)
Transits can be used as a wheel-over position, and also to confirm that the
ship is on schedule.
Leading Lines
The transit of two readily identifiable land-based marks on the extension of
the required ground track, usually shown on the chart, are used to ensure that
the ship is safely on the required track.
Natural Leading Lines
Sometimes the OOW may be able to pick up a navigational mark in line with
an end of land, thus confirming that the vessel is on track.
Clearing Marks and Bearings
Clearing marks and clearing bearings, whilst not being considered to be
a definitive fix, will indicate to the OOW that his ship is remaining in
safe water.
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 Johannes Mærsk
7.8.2 BRIDGE TEAMWORK
When the officer of the watch is acting as the only lookout, and if for any
reason he is unable to give his undivided attention to lookout duties, he
must not hesitate to summon assistance to the bridge. Such assistance must
be immediately available.
Under certain conditions the officer of the watch may be the only person
actively engaged in the navigation of the ship. The steering may be in
automatic and the lookout engaged in duties around the bridge area. There is
no apparent call for team work and the OOW will be personally responsible
for all aspects of safe navigation. Nevertheless, he will be required to work
within a framework of standing and specific orders, so that the Master will
be confident that the watch is being kept to his/her, and the company’s
standards.
The single watch keeper status may change at short notice. If the OOW
becomes engaged in duties which require him to forgo his obligations as
lookout, then he will have to call his watch standby to take that role. It is the
responsibility of the OOW to ensure that the seaman assigned watch keeping
duties is aware of the following:
• His/her lookout duties and to what is expected of him/her.
• Knows how to report observations.
• Is adequately clothed and protected from the weather
• Is relieved as frequently as necessary.
The watch keeping officer may require a man on the wheel in addition to the
lookout. It is the responsibility of the OOW to see that the vessel is safely
and efficiently steered. It is the responsibility of the OOW to ensure that
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
neither person, in this case, should find the duties difficult, the watch officer
still needs to ensure that orders are correctly followed e.g. helm orders are
complied with as required, not as the helmsman thinks fit.
Under certain circumstances the OOW may find it is necessary to call the
Master to the bridge. This may be because:
• The pre-planning requires the presence of the Master on the
bridge.
• The Master’s standing or night orders have required him to be
called under certain circumstances.
• The OOW is some doubt, or has realised that a situation needs
the experience and expertise of the Master.
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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
such time as the Master informs him that he is taking the con. internal and external communications.
Once the Master has taken the con, and the event has been logged in the
Deck Log, then the watch officer moves into a supportive role, but is still
responsible for the actions of his watch members.
It is now necessary to define the role of the individual team members, which
will to a large extent depend upon the individuals involved and the practice
of the ship. Unless each individual role is understood by all involved, there
will be overlapping or a possible ignoring of certain functions. Teamwork will
depend upon the following role duties being carried out:
• The Master controls movement of the vessel in accordance
with the rule of the road and recommended traffic schemes.
He regulates the course and speed and supervises the safe
navigation of the vessel, together with co-ordinating and
supervising the overall watch organisation.
• The watch officer continues to navigate the ship, reporting
relevant information to the Master and ensuring that such
information is acknowledged. He will fix the vessel and
advise the Master of the vessel’s position and other relevant
information. He will monitor the execution of the helm
and engine orders, co-ordinate all internal and external
communications, record all required entries in the log book
and perform any other duties that may be required by the
Master. The lookout and helmsman will still be carrying out
their assigned duties, as above.
Under certain circumstances, the Master may consider it necessary to have the
support of two navigating officers - one as OOW, the other as back-up. The
Master’s responsibilities will be as above, but the responsibilities of the two
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
very high risk situation. Probable factors will be:
• Narrow margins of safety requiring very careful track
maintenance.
• Reduced under-keel clearance.
• Heavy traffic.
• Poor visibility; or a combination of factors.
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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 Johannes Mærsk Deck Operating Manual
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 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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 Johannes Mærsk Deck Operating Manual
7.8.4 WEATHER REPORTING ICE

Weather reports from voluntary observing ships are sent via the Inmarsat
system using the two digit (41) abbreviated dialling codes or by using the HF
radio telex service. Reports are to to the nearest coast radio station as shown
on the diagram in the Admiralty List of Radio Signals Volume 1. In certain
areas of the world the number of meteorological reports (OBS) from ships is
inadequate. ALRS Volume 1 shows these areas on a diagram. When in these
areas all ships are requested to send in OBS reports. These reports will be
free of charge to the vessel. The synoptic hours of 0000, 0600, 1200 and 1800
UTC (GMT) are where possible used for recording the OBS. Transmission
is to be as soon after as possible to a suitable coast earth station (CES)
within the WMO Zone as depicted in the ALRS. In the event that there
in no CES within the zone then transmit the OBS to the nearest available
CES or coast station.
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 ships
and ships which are making non-instrumental observations should use the
following format of the code:
ciSibiDizi Various ice reports.
Code pages are provided in the ALRS for all the above sections with a full
description. Should it be impractical to send the OBS in coded format it
should be sent in plain language.
In addition to the above, the International Convention on the Safety of Life at
Sea also requires vessels to send weather reports where dangers to navigation
exist, such as icebergs, sea ice and abnormal weather systems such as tropical
revolving storms, or when the wind force is in excess of force 10 and no
warning has been received. In addition to the preceding situations this OBS
is to be sent to all ships in the vicinity and to the nearest coast station
or competent authority. Messages sent are to be prefixed with the Safety
Signal ‘SECURITE’.

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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 Johannes Mærsk Deck Operating Manual
Illustration 7.8.5a Helicopter Winching Arrangement

40 Foot Containers

Safety Line

Ladder Secured To
Top of Containers

Brightly Coloured Safety Net

(Minimum Size 15x15 Feet)

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 Johannes Mærsk
7.8.5 HELICOPTER PROCEDURES
Helicopter Landing
Under most trading conditions there will not be facilities for a helicopter to
land. Therefore, for this ship only winching operations should be considered.
Helicopter Winching
The position best suited for winching to be carried out is an area where
there are three 40ft containers arranged side by side each other, to form
the platform. The maximum height of the platform should not exceed the
containers. Any containers surrounding this platform should not be more
than four high.
In the deck store there is the equipment for carrying out the following
procedures.
a) Collect and insert the four corner posts into the sockets, one
in each corner.
b) Attach a safety line to all four posts, thereby creating a
cordoned off area.
c) The anti-slip netting is now laid over the top of the container
platform and attached to the four corner posts.
d) An access ladder should be made available to reach the
platform and secured in place.
Only the hook handler may touch the winch line hook, as he is protected
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,
to release any static, but this cannot always be carried out. DO NOT under
any circumstances tie the winch line to the ship or get it caught in any
obstructions.
Prior to operations the Helicopter Procedure checklist must be completed.
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The hook handler on deck and the winch man in the helicopter play the most Disembarking - Guidance To Passengers
important part in these operations. When passengers are ascending, the hook
handler should ensure that the strop is being worn correctly and should steady a) Do not leave your seat until instructed to do so.
them as they are lifted off the deck or container stack.
b) The winchman will check that the strop is correctly fitted.
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 c) Sit in the doorway when the winchman orders you to do so and
the deck party do not need to assist in this. The hook handler should ensure give the thumbs up signal when ready.
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 d) When you reach the deck, let the strop fall to your feet and
should unhook or hook on loads. A thumbs up sign indicates that the hook step clear of it.
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 e) Leave the operating area briskly, keeping your head down.
delivered the empty winch nets should be placed inside one net to make up
the final hoist from the ship.
Embarking - Guidance To Passengers
This will only be carried out in an emergency, providing the helicopter is
twin engined.
a) Personnel to be embarked should be dressed in tight fitting
clothes, wearing a safety helmet with the chin strap fastened.
b) Place yourself vertically under the helicopter winch and fit the
lifting strop around your body ensuring that it is well under
the armpits.
c) Pull the toggle on the lifting strop as close to the chest as
possible.
d) Grip the lifting strop at face level with both hands and keep the
elbows firmly against the body.
e) Give the thumbs up signal when you are ready.
f) At the helicopter doorway the winchman will turn you to face
outboard and will assist you into the helicopter. Do not try to
help him, he has a set routine to follow.
g) Do not remove the strop until instructed to do so.
h) Sit where the winchman directs you, fasten your seat-belt and
study the in-flight safety regulations.
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 Part 8: Trim and Stability

8.1 Loading Computer

Illustrations
8.1a Loadstar Tank Graphical View

8.1b Loadstar Bay View and IMDG Conflict Report

8.1c Loadstar Help Menu

8.1d Loadstar Lashing View

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 Johannes Mærsk Deck Operating Manual
Illustration 8.1a Loadstar Tank Graphical View

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 Johannes Mærsk
PART 8: TRIM AND STABILITY
8.1 LOADING COMPUTER
Maker: Mærsk Data AS
Type: LOADSTAR Version 1.0 Release 0.12
LOADSTAR is an advanced loading program designed for use with a PC
and facilitates the planning and control of various loading conditions on
board the vessel.
General Description
The Loadstar loading computor software is installed on a stand alone windows
enviroment PC with a 17 inch monitor located in the ship’s control centre,
with a direct link into the Geamar 120 ISL system for on-line input of
the ship’s tank capacities. Indication of those tanks with on-line input are
indicated by a green box in the individual tanks when viewing the tank
contents window. Additionally, the software is installed on the PC LAN which
has no direct input from the on-line tank capacities. These LAN stations
are not used for the entry of data during cargo operations and subsequent
calculations, although they can be used for maintaining a spotting file on
hazardous cargo information in addition to the primary input into the main
Loadstar PC. The chief officer is responsable for the control and entry
of data as issued by the shore representatives in repect of the proposed
loading/unloading manifest. Each day the engine room department will issue
the chief officer with soundings from those tanks that are not directly linked
to the automatic tank sounding system.
After the entry of data, calculations will be made by the software to give the
stress and stability information, areas where cargo limitations are exceeded or
conflicts occur under those conditions.
With all the relevant information calculated by the software, the chief officer
will determine the required amount and location of ballast water that must be
carried/discharged in order to maintain the ship in a stable condition, within
allowable stress limitations and the required trim.
A futher function of the loading computer software is the lashing module.
This Loadstar plug-in module calculates the stress on the lashing gear.
Information refering to this module and its operation can be found in the
Cargo Securing Manual.
In all instances where allowable Class Society limitations are exceeded, the
affected point where this has occured will be highlighted in red. This includes
ship stresses, GM figure, hatch loading, lashing gear loading, IMO visibility
line exceeded and the wind stack stowage position.
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Operation of the Software
The tool bar at the top of the page contains menu headings. When the mouse
cursor is left clicked on one of these menu headings a pop down sub-menu
appears. There is the facility to make pop down menu selections and to
navigate through the modules with the keyboard.To do this press and hold
down the ALT key then key in the letter which is underlined in the tool bar, but
primarily the system is designed for the use of the mouse cursor.
Tank Contents
There are two ways in which to view the tank contents, either tabular or
graphical. The tabular format is similar to the PC Windows Explorer directory
and sub-directory system. Clicking on the + sign next to the group heading
will open the sub-directory for the individual tanks under that group heading.
The values for each tank can be inserted, either as a volume, sounding, weight
or % full. As data is filled in for each tank, the FSM, LCG, TCG and VCG
figures will be displayed.
In the graphical view window, each group type is able to be viewed separately.
Right clicking in this window allows the operator to select which tank
grouping is to be displayed plus a few other operations including input
settings. Input settings allows the operator to select whether the tank data is
for an individual tank or across the group or for all tanks.
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
as for the tabular style window. A representation of the tank location in a plan
view is given in this format, apart from the lubricating oil and miscellaneous
tank groups. In this format, when a tank (or stores/spare gear/provisions/crew
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
the colour will change to dark blue.
When Graphical View is selected, the Stress Curve and Condition Status
windows open. As data for each tank is filled in, the stress curves and ship
condition information is calculated and immediately updated.
Port Code Dialogue
From the Settings menu, select Port Codes; each port should be given a unique
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
the container layout when the Bay View window is open.
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 Johannes Mærsk Deck Operating Manual
Illustration 8.1b Loadstar Bay View and IMDG Conflict Report

Green Star Indicating

a Live Reefer Position

Bay Number Tier Number

Row Number
Red Diamond Indicating
IMDG Conflict

Yellow Diamond Indicating

IMDG Cargo

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 Johannes Mærsk
Bay View
The Bay View window is used to view the placement of containers both
on deck and in the cargo holds and to update the loading or discharge of
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
bar), if the container is a reefer box or carrying International Maritime
Dangerous Goods (IMDG) coded material. If a container is designated as a
live reefer, then a small blue star will appear in the bottom left hand corner
of that container cell position, if the container is carrying IMDG goods then
a yellow diamond is indicated in the bottom left hand corner of the container
cell. A red diamond indicates that more than one IMDG coded material is
contained inside a container which is in conflict with the material type or
its location to other containers.
Above the elevation on the containers on deck and in the cargo holds are the
row indications with the total height of each stack directly below. To the left
hand side is the tier number. To the right hand side is the total weight of each
tier. Below the elevation the weight of each stack is displayed.
At the very bottom of the window there is the bay selector; this enables the
operator to quickly move to any bay. The even bay numbers will display
the 40ft container placements, any greyed out cell with markings inside will
indicate that there is a 20ft container. Conversely in the odd bay numbers, the
20ft container information is displayed, any greyed out cells with markings
inside indicates the position of a 40ft container. In the cargo holds, a stack of
three or more 20ft containers must be locked off with a 40ft container.
If during the operation of removing and adding containers according to the
loading/discharge mainfest any of the limitations are exceeded, the point
where this has occurred will be highlighted in red. Also at the bottom of the
window an indication of what criteria has been exceeded will be displayed,
i.e., strength, stability or the IMO visibility line will change to red.
Adding or Removing Containers
With the Bay View window open, select which containers are to be removed
according to the loading manifest by going to the correct bay number at the
bottom of the window. If a number of containers grouped together are to be
removed, then it is possible to draw a box around this group by holding down
the left mouse button and dragging around the area from left to right only.
The selection will turn pink when the mouse button is released. Either right
click with the mouse to bring up the pop-up menu and select DELETE, or
select DELETE from the keyboard.
In order to add containers to each cell, select the tier and row co-ordinates
as indicated on the loading manifest and double click with the left mouse
button. The Container Information For Position dialogue box will open. Input
the details for that container i.e., weight, dimensions, port information, type
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of cargo carried, container number, strength of container and any additional
notes that may be required.
If the container is carrying dangerous goods, select the IMDG Info button.
This will open the IMDG Code Information dialogue box. Details of the
IMDG class is entered along with the UN number and weight in kilograms.
The information is stored when the NEW button is pressed. The details are
displayed in the contents box at the bottom of the dialogue box. Additional
IMDG materials are added by selecting NEW for each category. When all
the IMDG information has been added for that container, select NEW then
CLOSE. If the Container Information dialogue box is complete, select OK.
If the container is selected as a reefer box from the TYPE drop-down
menu, a Reefer Information dialogue box opens where details of the reefer
requirements are filled in if the container is a Live Reefer. On clicking OK,
a small blue star symbol will appear in the bottom left hand corner of the
container cell. If, on the other hand, the reefer container is empty, no star
will appear in the container cell.
The container cell will now show the port abbreviation (loading or discharge)
and colour (if this was selected when the port abbreviation code was made),
the container weight, the IMDG yellow diamond symbol or the reefer blue star
symbol or no symbol according to how the container has been designated.
Repositioning Containers
If it is necessary to reposition a container, rather than deleting the cell
and filling in the information in a new location, the cell is cut from its
present position and pasted into the new location. On the container cell to be
repositioned, highlight the cell by left clicking with the mouse then right click
and select CUT; move to the new location which can be addressed from the
bay selector at the bottom of the page. Select the correct cell and highlight it
with a left click of the mouse, right click and select PASTE.
If there are a boxed group of containers to be collectively moved, then it
is possible to hold down the left button and drag a selection box around
them (left to right only). At the new location select the correct number of
corresponding cells, right click and select PASTE.
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 entered.
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.
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Deck Operating Manual
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).
Ballast Correction for Trim and Stability
When the loading/discharge plan details have been filled in, the loading
computer software will have calculated the current stress on the ship. This
can be viewed from the Tank/Graphical View in the menu bar. Alongside the
Graphical View window is displayed the Stress Curve View (Sea Condition or
Harbour Condition, F4 toggles between the two modes) and Condition Status
window. If any of the stress or stability limitations are exceeded then those
points will be highlighted in red.
The chief officer will ensure that the ship’s current tank status is correct
and will also take into account any bunkers being taken before ballast
corrections are made.
Apart from ballast corrections for trim, stability and stresses, consideration
must also be given to any port and pilotage restrictions for keel and air
draught.
The Loadstar User Guide manual gives a list of maximum permissible values
for shear force, bending and turning moments at the appropriate frame number
under sea and harbour conditions. It also gives values for the limiting VCG
maximum curves at various draughts and trim.
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 Johannes Mærsk Deck Operating Manual
Illustration 8.1c Loadstar Help Menu

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 Johannes Mærsk
Lashing Module
The lashing module is designed to calculate the forces acting on the lashing
gear according to the stacking and weights on the containers and to indicate
if any containers have been incorrectly positioned according to the wind
stack limitations.
From the menu bar select Container/Lashing View, the Lashing View For
Hatch 1, Forward Part window will open by default. Selection of the required
hatch to be viewed is via the Bay Half Selector table. Having selected the
required hatch, press the F7 key to lash that hatch, F8 will lash the entire
ship. If any of the limitations are exceeded, then the Load % indicator at the
bottom of the view will turn red.
Illustration 8.1d Loadstar Lashing View
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Right clicking on the window will bring up a pop-up menu, select FORCE Help Menu
TABLE. The force table for that hatch being viewed will indicate one of The Help menu as shown above gives guidance on the use of the Loadstar
six limitation type criteria that has been exceeded, by what percentage and program and its application.
also the row number location. The force table has to be selected for each
individual hatch. Lashing Status View can also be viewed by right clicking
on the window and selecting STATUS VIEW from the pop-up menu. This
window will indicate if there is a heavy over light container situation, a
lashing error or if there are any wind stack situations.
The illustration below deliberately shows containers incorrectly placed in
order to demonstrate how indication is shown in the lashing mode.
8.1 Loading Computer - Page 6 of 6
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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 - Docking

8.2.2c Loading Condition - Ballast Departure

8.2.2d Loading Condition - Ballast Arrival

8.2.2e Loading Condition - Loaded Departure

8.2.2f Loading Condition - Loaded Arrival

8.2.3a Distance of Invisibility

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 Johannes 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 • Cargo weight distribution in a vertical direction.
seamanship at all times, having regard to the season of the year, weather
forecasts and the navigational zone, and should take the appropriate action It is recommended to comply with the following notices in ballast condition: • Filling up with the correct amount of ballast water in tanks.
as to speed and course warranted by the prevailing circumstances. Adverse
• Deep as possible to take sufficient propeller immersion of • Minimising the free surface effect of ballast water and oil.
weather can have serious implications for the vessel if loading of cargo is
not done correctly. Even though loading arrangements are determined ashore, more than 100 %.
the Master must be satisfied that the stability of the ship meets with his • Longitudinal Strength. Care should be taken on increase of Longitudinal Strength
demands before the ship sails. bending moment and shearing force when shifting ballast water Care should be taken to avoid any increase of bending moment and shearing
between tanks. force at multi-ports loading and unloading where relatively small numbers
The computer program used for calculating the vessel’s intact stability under of containers are moved.
• Stability. Care should be taken with respect to the free surface
different circumstances is HULL CALC module of Tribon Initial Design,
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 Torsional Strength
program is approved by various Class Society.
GM.
Care should be taken to avoid high torsional moment due to assymmetric
Example stability calculations which can be performed manually when various loading of containers.
conditions are known can be seen in the stability book. It is essential that the
stability book is used correctly when manual calculations are performed.
Loading Condition
Lashing of Containers
The following notices must be complied with at cargo loading. Containers on hatches are to be lashed by twistlocks and lashing rods as
Abbreviations: described in section 3.1.2.
DRAFT Extreme draught from bottom of keel plate Container Weight
DRAFT(CORR.) Draught at LCF If in the opinion of the Master sea conditions are likely to cause regular
Keep container weight in holds and on hatches below the following allowable slamming, then other appropriate measures such as a change in speed, heading
LCB (B) Longitudinal centre of buoyancy from aft
figures. or an increase in draught forward may also need to be taken.
LCF (F) Longitudinal centre of floatation from midship
LCG (G) Longitudinal centre of gravity from midship
TCG Transverse centre of gravity from centre line • In holds No.2 to 6: 108 tonnes per each stack of 20ft containers
KG Centre of gravity above base line and 192 tonnes per each stack of 40ft containers.
TPC Tons per one centimetre (cm)
MTC Moment to change one centimetre (cm) • On hatch covers and pedestals: All bays for 20ft containers 80
KB Centre of buoyancy above base line tonnes per each stack, bay No.04, 08, 10, 16, 20, 24, 28, 32, 36
TKM Transverse metacentric height above base line and 48 for 40ft and 45ft containers 102 tonnes. Bay No.40 and
GM Transverse metacentric height above centre of gravity 44 for 40ft and 45ft conatiners 120 tonnes.
without the correction of free surface effect
GoM Transverse metacentric height above centre of gravity
with the correction of free surface effect
GGo The value of free surface correction
I/D Propeller immersion in %

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 Johannes Mærsk
STABILITY CRITERIA The following criteria are recommended by IMO A.749(l8). Recommendation
on a severe wind and rolling criterion (weather criterion) for the intact stability
In order to comply with the recommendation of IMO resolution A.749(18) of passenger and cargo ships of 24m in length and over. The ability of a
it is essential to ensure that in any sailing condition the stability complies at ship to withstand the combined effects of beam wind and rolling should be
least with following minimum criteria referring to figure 1. demonstrated for each standard condition of loading, with reference to the
figure YY as follows:
1) Area under the curve up to 30° should not less than 0.055
metre-radians. 1) The ship is subjected to a steady wind pressure acting
Figure 1 perpendicular to the ship’s centre line which results in a steady
wind heeling lever (lwl).
Deck Operating Manual
Where: (Ø°) = angle of heel at which openings in hull, superstructures or
deckhouses which cannot be closed weathertight. In applying this criterion,
small openings through which progressive flooding cannot take place need
not be considered as open.
(Ø3) = angle of first intercept between wind heeling lever lw2 and GZ
curves.
(Øc) = angle of second intercept between wind heeling lever 1w2 and GZ
curves.

2) From the resultant angle of equilibrium (Ø°), the ship is

Statical Stability Curve
assumed to roll owing to wave action to an angle of roll (q1) to
General Precautions Against Capsizing
windward. Attention should be paid to the effect of steady wind
B
so that excessive resultant angles of heel are avoided. 1. Compliance with the stability criteria indicated below does
not ensure immunity against capsizing regardless of the
A C 3) The ship is then subjected to a gust wind pressure which results circumstances or absolve the Master from his responsibilities.
in a gust wind heeling lever (1w2). The Master should therefore exercise prudence and good
Righting Lever (m)

seamanship having regard to the season of the year, weather

D. (GoZ max.)

4) Under these circumstances, area ‘b’ should be equal to or forecasts and the navigational zone and should take the
GoZ

appropriate action as to speed and course warranted by the

0

greater than area ‘a’.

57.3

prevailing circumstances.
f

5) Free surface effects should be accounted for in the standard

F( max.) conditions of loading, e.g., according to IMO regulation A. 749(18).
2. Care should be taken to ensure that the cargo allocated to the
0 10 20 30 40 50 60 70 80 90 The angles in figure 2 are defined as follows: ship is capable of being stowed so that compliance with the
criteria can be achieved. If necessary the amount should be
Heeling Angle (Deg.) limited to the extent that ballast weight may be required.

2) Area under curve up to 40°, or the angle of flooding (qf) 3 3. Before a voyage commences care should be taken to ensure that
Lever

b
if this angle is less than 40°, should not be less than 0.09 the cargo and sizeable pieces of equipment have been properly
metre-radians. stowed or lashed so as to minimise the possibility of both
longitudinal and lateral shifting while at sea, under the effect of
(Note: (qf) is 40° or a lesser angle at which water could enter the hull.) 1w2 acceleration caused by rolling and pitching.
1w1
3) Area between 30° and 40°, or the angle of flooding (qf) if this 2 c
angle is less than 40°, should not less than 0.03 metre-radians. a 4. The Master should ensure that for any loading conditions
not included in this manual should be assessed for intact
4) The righting lever GoZ should be at least 0.20 metres at an Angle of Heeling
and damage stability compliance with free surface corrections
0
angle of heel not less than 30°. applied to GM (or KG) throughout the voyage as per IMO
Resolution A.749(18) and SOLAS Chapter 11-I Part B-1
5) Initial metacentric height (GoM) should be not less than 0.15 1 Regulation 25 respectively.
metres.

6) The maximum righting arm should occur at an angle of heel 5. The Master should ensure that there is only one pair of water
(Ø°) =angle of heel under action of steady wind ballast tanks being slack at any one time.
preferably exceeding 30° but not less than 25°.
(Ø°) = angle of roll to windward due to wave action.
(Ø°) = angle of down flooding (Øf) or 50° or (Øc) whichever is the least

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 Johannes Mærsk Deck Operating Manual
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
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
during the transition stage and allowance should be made. The free surface
effects should be calculated to take account of the most onerous transitory
Exposed Openings and the Downflooding Curve
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
the greatest free surface moment of those involved in the change. This of
vessel when they are covered by the water. These openings are exposed to the
course assumes that only one ballast tank or pair of tanks is allowed to have
sea at various combinations of draught (displacement) and angle of heel and
a free surface at any moment. If this is not the case the correction should
the point of exposure can be found in the Loading Manual.
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.

Decrease of GM by Free Surface Effects

If a tank is completely filled with liquid then no movement of the liquid inside
the tank is possible and the effect of free surface on the ship’s stability is
precisely the same as if the tank is filled with solid material.

Once a quantity of liquid is withdrawn from the tank, the situation is changed
and the stability of the ship is adversely affected by what is known as
the free surface effects. A tank which is only partly filled with liquid is
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 VCG and is
calculated as follows:

GM Transverse metacentric height above centre of gravity

without the correction of free surface effect.

GoM Transverse metacentric height above centre of gravity

with the correction of free surface effect.

Calculation of GoM from the Rolling Period

The rolling period can be estimated from following formula:

2 x 3.146 x K
Rolling Period : Ts=
√GoM

Where K is a variable

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 Johannes Mærsk Deck Operating Manual
8.2.2 LOADING CONDITIONS (Note: This manual shows six examples of loading conditions from lightship
to maximum draught. There are eleven examples in the vessel loading
INFORMATION FOR LOADING manual.)

Lightship Condition
The ship’s lightweight and centre of gravity used in this manual are the
final values obtained from inclining test and deadweight measurement for
this ship.

Lightweight 14,450 MT
KG 13.00m (above baseline)

Specific Gravity of Fuel Oil and Water

Item Specific Gravity

(MT/m3)
Fuel Oil 0.990
Diesel Oil 0.900
Fresh Water 1.000
Ballast Water 1.025

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 parameters. It is also important that personnel are able to assess the
values determined by the computer and can recognise any possible spurious
results which the computer may give. The effect of the use of fuel and
other consumables during passage has on the stability of the vessel must
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.

(Note: Each calculation of loading condition is based on the requirements

of Intact stability IMO A.749(18), Damage stability SOLAS CH.II-I
PT. B-1 RGG.25, Longitudinal strength of Class rule and the owner’s
minimum required GM 0.6m.)

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 Johannes Mærsk Deck Operating Manual
Illustration 8.2.2a Loading Condition - Lightship

HFO
Tank

Void
space
Heeling
Water
Tank
Ballast

00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260

Diesel Oil
Water Water Water HFO Water Water Water Water
Ballast Cofferdam Ballast Ballast Tank Ballast Ballast Ballast Ballast
Bilge Water Fresh Water
Tank Tank

Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water

Water
Ballast

Water
Ballast

Lubricating Oil

Tank Top

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 Johannes Mærsk Deck Operating Manual

6 6

5 5
GM = 4.685m
Ship IMO Recommended
Displacement 14,450.0 metric tonnes
4 4 KM 17.68 metres
Righting KGo 13.00 metres
Lever GMo 4.685 metres 0.150 metres
(metres) Area up to 30° 0.588 metres radians 0.055 metres radians
3 3 Area up to 40° 0.954 metres radians 0.090 metres radians
Area between 30° and 40° 0.366 metres radians 0.030 metres radians
GZ maximum 2.339 metres 0.200 metres
Angle at GZ maximum 49.157° 25.0°
GZ
2 2

Metres Radian

1 1 0.954 at 40°
E (PHI)
0.588 at 30°

0 0
0 10° 20° 30° 40° 50° 60°
Port Side
Heeling Angle

Mean Draught: 4.49m

Draught at A.P: 7.72m
Draught at F.P: 1.26m
Draught (Mean): 4.49m
Trim by the Stern: -6.47m
Heeling to Starboard: -0.2°
LCG: 84.25m
KM: 17.68m Weight LCG L - Moments KG V-Moment Free Surface
Item
GM: 4.685m (MT) (m) (MT - m) (m) (MT - m) (MT - m)
KG0 (solid): 13.00m Lightship 14,450.0 84.25 1,217,413 12.19 176,145.5 0
KG (fluid): 13.00m
Displacement 14,450.0 84.25 1,217,413 12.19 176,145.5 0

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 Johannes Mærsk Deck Operating Manual
Illustration 8.2.2b Loading Condition - Docking

Bending Moment Curve

200000

t
m en
Mo
ing
nd
100000 Be

HFO
Tank Bending
Moment 0
(tm) 0
Void
space
Heeling
Water
Tank
Ballast -100000

00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260

Diesel Oil -200000

Water Water Water HFO Water Water Water Water
Ballast Cofferdam Ballast Ballast Tank Ballast Ballast Ballast Ballast
Bilge Water Fresh Water
Tank Tank 0 50 100 150 200 250
Frame

Shear Force Curve

6000

4000

Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water
2000

Shear
Force 0
Water (t)
Ballast
Shear Force
-2000
Water
Ballast

-4000

Lubricating Oil
-6000
Tank Top

0 50 100 150 200 250

Frame

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 Johannes Mærsk Deck Operating Manual
Weight LCG L - Moments KG V-Moment Free Surface
Item
Stability Curve (MT) (m) (MT - m) (m) (MT - m) (MT - m)

4 4 Lightship 14,450.0 84.25 1,217,413 12.19 176,145.5 0

rad*m

T100 HFO Side Tank Port 98.0 123.60 12,112.8 5.04 493.92 292
T101 HFO Side Tank Starboard 98.0 123.60 12,112.8 5.04 493.92 292
T102 HFO Double Bottom Tank Port 629.9 122.55 77,194.25 2.28 1,436.17 0
T103 HFO Double Bottom Tank Starboard 629.9 122.55 77,194.25 2.28 1,436.17 0
T104 HFO Deep Tank Port 0 110.27 0 10.90 0 0
E (phi)

GM=3.29m
T105 HFO Deep Tank Starboard 0 110.29 0 10.78 0 0
3 3 T106 HFO Double Bottom Tank Centre 348.0 94.51 32,889.48 0.80 278.4 0
T107 HFO Double Bottom Tank Centre 368.4 64.94 239,239 0.81 2,984.04 0
T108 HFO/MDO Overflow Tank 0 41.74 0 1.48 0 0
Righting T109 HFO Daily Service Tank 67.2 33.00 2,217.6 13.72 921.98 15
Lever T110 HFO Daily Service Tank 64.8 30.62 1,984.18 13.84 896.83 15
(metres)
GZ T111 HFO Settling Tank 94.7 27.10 2,566.37 13.73 1,300.23 30
T200 MDO Storage Tank Port 46.7 40.06 1,870.80 8.38 391.35 74
2 2 T201 MDO Storage Tank Starboard 56.7 40.01 2,268.57 8.46 479.68 99
T202 MDO Service Tank Starboard 38.8 34.96 1,356.45 11.72 454.74 108
T203 MDO Emergency Generator Tank 3.4 25.74 87.52 19.29 65.59 0
T300 Fresh Water Side Tank Port 0 47.60 0 9.70 0 0
T301 Fresh Water Side Tank Starboard 100.0 47.57 4757.0 8.76 876.0 306
Metres Radian 0
T400 Water Ballast Peak Tank 0 199.99 0 7.31 0
T401 Water Ballast Double Bottom Tank Centre 112.3 187.70 21,078.71 2.78 312.94 0
1 1 0.916 at 40° T402 Water Ballast Side Tank Port 561.3 177.37 99,557.78 9.36 5,253.77 508
T403 Water Ballast Side Tank Starboard 561.3 177.37 99,557.78 9.36 5,253.77 508
I)
PH T404 Water Ballast Double Bottom Tank Centre 284.9 176.09 50,168.0 2.81 8,005.69 0
E(
0.496 at 30° T405 Water Ballast Side Tank Port 0 152.91 0 8.95 0 0
T406 Water Ballast Side Tank Starboard 0 152.91 0 8.95 0 0
T407 Water Ballast Double Bottom Tank Port 178.9 150.99 27,012.11 0.91 162.99 482
T408 Water Ballast Double Bottom Tank Starboard 178.9 151.06 27,024.63 0.91 162.99 486
0 0
T409 Water Ballast Double Bottom Tank Port 0 124.57 0 0.82 0 0
0 10 20 30 40 50 60 T410 Water Ballast Side Tank Port 0 94.37 0 9.04 0 0
Heeling Angle Port Side T411 Water Ballast Side Tank Starboard 0 94.37 0 9.04 0 0
T412 Water Ballast Double Bottom Tank Port 0 94.36 0 1.85 0 0
T413 Water Ballast Double Bottom Tank Starboard 0 94.36 0 1.85 0 0
T414 Water Ballast Double Bottom Tank Port 0 65.66 0 2.17 0 0
T415 Water Ballast Double Bottom Tank Starboard 0 65.66 0 2.17 0 0
T416 Water Ballast Heeling Tank Port 0 64.23 0 8.64 0 0
Mean Draught: 8.79m T417 Water Ballast Heeling Tank Starboard 76.0 59.78 4,543.28 4.37 332.12 93
Draught at A.P: 8.79m T419 Water Ballast Side Tank Starboard 0 42.01 0 5.65 237.7 0
Draught at F.P: 8.79m T420 Water Ballast Aft Peak Tank Port 0 10.22 0 11.83 0 0
Draught (Mean): 8.79m T421 Water Ballast Aft Peak Tank Starboard 0 10.26 0 11.84 0 0
Trim: 0.0m T500 LO Circulation Tank Centre 35.2 35.16 1,237.63 1.10 38.72 22
Heeling: 0.0° T502 LO Storage Tank Main Engine 14.2 17.50 248.5 13.58 192.84 10
LCG: 98.82m T503 LO Storage Tank Main Engine 30.0 19.92 597.6 13.34 400.2 20
KM: 14.65m T504 Stern Tube Drain Tank 0 16.47 0 1.35 0 0
GM: 3.29m T505 LO Cleaning Tank 0 13.54 0 15.60 0 0
T506 Cylinder Oil Storage Tank 29.7 10.01 297.30 14.27 423.82 23
KG0 (solid): 11.25m
T507 Cylinder Oil Storage Tank 26.9 6.04 162.48 14.61 393.01 22
KG (fluid): 11.36m
T600 Waste Oil Tank 0 48.02 0 0.99 0 0
T601 Scavenge Air Collecting Tank 0 35.42 0 1.57 0 0
T602 Cooling Water Drain Tank 0 31.79 0 1.67 0 0
T603 Sludge Tank LO Separators 0 41.28 0 7.10 0 0
T604 Swimming Pool Tank 21.2 34.09 722.71 8.76 41.34 35
Ship IMO Recommended T605 Fuel Oil Drain Tank 0 32.29 0 1.65 0 0
T606 Sludge Tank FO Separators 0 32.67 0 8.85 0 0
Displacement 31,942.0 metric tonnes T607 Bilge Water Tank 0 22.60 0 1.32 0 0
KM 14.65 metres T608 Distilled Water Tank 25.0 22.72 568 10.50 262.5 67
KGo 11.25 metres T609 Stern Tube Cooling Fresh Water Tank 74.0 12.83 9,519.86 4.26 316.09 0
GMo 3.290 metres 0.150 metres T610 Cargo Hold Bilge Tank 0 41.59 0 8.27 0 0
Area up to 30° 0.496 metres radians 0.055 metres radians T612 Waste Oil Tank 0 41.21 0 1.49 0 0
Area up to 40° 0.916 metres radians 0.090 metres radians Miscellaneous Items 92.5 99.98 9,248.15 19.24 1,779.7 0
Area between 30° and 40° 0.420 metres radians 0.030 metres radians Containers 12,545.0 107.09 1,343,444 11.57 145,145.65
GZ maximum 2.923 metres 0.200 metres Deadweight 17,492.0 110.85 1,728,559.4 9.80 171,421.6
Angle at GZ maximum 49.352° 25.0° Total Weight 31,942.0 98.82 3,156,508.4 11.25 359,347.5

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 Johannes Mærsk Deck Operating Manual
Illustration 8.2.2c Loading Condition - Ballast Departure

Bending Moment Curve

200000

nt
o me
in gM
nd
100000 Be

Bending
HFO Moment
Tank (tm)
0
Void 0
space
Heeling
Water
Tank
Ballast
-100000

00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260

Diesel Oil
Water Water Water HFO Water Water Water Water -200000
Ballast Cofferdam Ballast Ballast Tank Ballast Ballast Ballast Ballast
Bilge Water Fresh Water
Tank Tank
0 50 100 150 200 250
Frame

Shear Force Curve

6000

4000

Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water 2000

Shear
Force 0
Water (t)
Ballast Shear Force

-2000
Water
Ballast

-4000

Lubricating Oil

Tank Top -6000

0 50 100 150 200 250

Frame

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 Johannes Mærsk Deck Operating Manual
Stability Curve Weight LCG L - Moments KG V-Moment Free Surface
Item
(MT) (m) (MT - m) (m) (MT - m) (MT - m)
6 6
Lightship 14,450.0 84.25 1,217,413 12.19 176,145.5 0
T100 HFO Side Tank Port 723.0 124.7 89,847.21 8.18 5,914.14 0
GM=5.543m T101 HFO Side Tank Starboard 723.0 124.7 89,847.21 8.18 5,914.14 0
T102 HFO Double Bottom Tank Port 629.9 122.55 77,194.25 2.28 1,436.17 0
5 5
T103 HFO Double Bottom Tank Starboard 629.9 122.55 77,194.25 2.28 1,436.17 0
T104 HFO Deep Tank Port 531.9 110.27 58,652.61 10.68 5,680.69 602
T105 HFO Deep Tank Starboard 545.3 110.29 60,141.14 10.56 5,758.37 663
T106 HFO Double Bottom Tank Centre 348.0 94.51 32,889.48 0.80 278.4 0
4 4 T107 HFO Double Bottom Tank Centre 368.4 64.94 239,239 0.81 2,984.04 0
T108 HFO/MDO Overflow Tank 58.6 41.74 2,451.24 1.22 71.49 66
Righting
Lever T109 HFO Daily Service Tank 67.9 33.00 2,240.7 13.75 933.63 0
GZ
(metres) T110 HFO Daily Service Tank 65.5 30.62 2,005.61 13.87 908.49 0
T111 HFO Settling Tank 106.5 27.09 2,885.09 14.03 1,494.20 30
3 3 T200 MDO Storage Tank Port 122.3 39.95 4,885.89 9.73 1,189.98 5
Metres Radian T201 MDO Storage Tank Starboard 126.7 40.01 5,069.27 9.67 1,225.19 5
T202 MDO Service Tank Starboard 38.8 34.96 1,356.45 11.72 454.74 108
T203 MDO Emergency Generator Tank 3.4 25.74 87.52 19.29 65.59 0
2 2 T300 Fresh Water Side Tank Port 80.0 47.60 3,808 8.98 718.4 117
T301 Fresh Water Side Tank Starboard 120.0 47.55 5,706 9.02 1,082.4 2
T400 Water Ballast Peak Tank 0 199.99 0 7.31 0 0
I) 1.414 at 40°
PH T401 Water Ballast Double Bottom Tank Centre 0 187.70 0 2.78 0 0
E(
T402 Water Ballast Side Tank Port 0 177.50 0 9.64 0 0
1 1 T403 Water Ballast Side Tank Starboard 0 177.50 0 9.64 0 0
0.789 at 30° T404 Water Ballast Double Bottom Tank Centre 0 176.09 0 2.81 0 0
T405 Water Ballast Side Tank Port 615.5 152.03 93,574.47 7.24 4,456.22 502
T406 Water Ballast Side Tank Starboard 645.5 152.06 98,154.73 7.37 4,757.34 529
PS T407 Water Ballast Double Bottom Tank Port 523.0 152.27 79,637.21 2.46 1,286.58 0
0 0
T408 Water Ballast Double Bottom Tank Starboard 523.7 152.30 79,759.51 2.46 1,288.30 0
0 10 20 30 40 50 60
T409 Water Ballast Double Bottom Tank Port 372.6 124.57 46,414.78 0.82 305.53 0
Heeling Angle T410 Water Ballast Side Tank Port 521.0 94.37 49,166.77 9.04 4,709.84 0
T411 Water Ballast Side Tank Starboard 521.0 94.37 49,166.77 9.04 4,709.84 0
T412 Water Ballast Double Bottom Tank Port 712.3 94.36 67,212.63 1.85 1,317.76 0
T413 Water Ballast Double Bottom Tank Starboard 712.3 94.36 67,212.63 1.85 1,317.76 0
T414 Water Ballast Double Bottom Tank Port 669.4 65.66 43,952.80 2.17 1,452.60 0
T415 Water Ballast Double Bottom Tank Starboard 669.4 65.66 43,952.80 2.17 1,452.60 0
Mean Draught: 7.80m T416 Water Ballast Heeling Tank Port 583.2 64.23 37,458.94 8.64 5,038.85 0
Draught at A.P: 9.95m T417 Water Ballast Heeling Tank Starboard 583.2 64.23 37,458.94 8.64 5,038.85 0
Draught at F.P: 5.65m T419 Water Ballast Side Tank Starboard 0 42.01 0 5.65 0 0
Draught (Mean): 7.80m T420 Water Ballast Aft Peak Tank Port 0 10.22 0 11.83 0 0
Trim: -4.30m T421 Water Ballast Aft Peak Tank Starboard 0 10.26 0 11.84 0 0
Heeling: 0.0° T500 LO Circulation Tank Centre 35.2 35.16 1,237.63 1.10 38.72 22
LCG: 92.14m T502 LO Storage Tank Main Engine 26.6 17.50 466.50 14.66 389.96 13
KM: 15.19m T503 LO Storage Tank Main Engine 56.3 19.90 1,120.37 14.47 814.66 25
GM: 5.543m T504 Stern Tube Drain Tank 0 16.47 0 1.35 0 0
KG0 (solid): 9.54m T505 LO Cleaning Tank 0 13.54 0 15.60 0 0
KG (fluid): 9.65m T506 Cylinder Oil Storage Tank 55.6 9.98 554.89 15.20 845.12 31
T507 Cylinder Oil Storage Tank 50.4 6.01 302.90 15.46 779.18 31
T600 Waste Oil Tank 0 48.02 0 0.99 0 0
T601 Scavenge Air Collecting Tank 0 35.42 0 1.57 0 0
T602 Cooling Water Drain Tank 0 31.79 0 1.67 0 0
T603 Sludge Tank LO Separators 0 41.28 0 7.10 0 0
Ship IMO Recommended T604 Swimming Pool Tank 60 34.09 2,045.4 8.76 1,170 35
T605 Fuel Oil Drain Tank 0 32.29 0 1.65 0 0
Displacement 27,855.8 metric tonnes
T606 Sludge Tank FO Separators 0 32.67 0 8.85 0 0
KM 15.19 metres
T607 Bilge Water Tank 0 22.60 0 1.32 0 67
KGo 9.54 metres
T608 Distilled Water Tank 50 22.69 1,134.5 11.34 567 127
GMo 5.543 metres 0.150 metres
T609 Stern Tube Cooling Fresh Water Tank 100 12.83 1,283 4.26 426 0
Area up to 30° 0.789 metres radians 0.055 metres radians
T610 Cargo Hold Bilge Tank 0 41.59 0 8.27 0 0
Area up to 40° 1.414 metres radians 0.090 metres radians
T612 Waste Oil Tank 0 41.21 0 1.49 0 0
Area between 30° and 40° 0.625 metres radians 0.030 metres radians
Miscellaneous Items 95 98.17 9,326.15 19.39 1,842.05 0
GZ maximum 4.489 metres 0.200 metres
Containers 0
Angle at GZ maximum 55.630° 25.0°
Deadweight 13,405.8 100.64 1,349,159.7 13.00 174,275.4
Total Weight 27,855.8 92.14 2,566,633.4 11.25 313,377.75

Issue: 1 8.2 Trim, Stability and Bending - Page 10 of 18

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 Johannes Mærsk Deck Operating Manual
Illustration 8.2.2d Loading Condition - Ballast Arrival

Bending Moment Curve

200000

t
en
om
M
g
n din
100000 Be

HFO
Tank
Bending
Moment 0
Void 0
(tm)
space
Heeling
Water
Tank
Ballast
-100000

00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260

Diesel Oil
Water Water Water HFO Water Water Water Water
Cofferdam -200000
Ballast Ballast Ballast Tank Ballast Ballast Ballast Ballast
Bilge Water Fresh Water
Tank Tank
0 50 100 150 200 250
Frame

Shear Force Curve

6000

4000

Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water
2000

Shear
Force 0
Water (t)
Ballast
Sh
ea
Water -2000 rF
or
Ballast ce

-4000

Lubricating Oil

Tank Top -6000

0 50 100 150 200 250

Frame

Issue: 1 8.2 Trim, Stability and Bending - Page 11 of 18

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 Johannes Mærsk Deck Operating Manual
Stability Curve Weight LCG L - Moments KG V-Moment Free Surface
Item
(MT) (m) (MT - m) (m) (MT - m) (MT - m)
6 6
Lightship 14,450.0 84.25 1,217,413 13.00 187,850 0
T100 HFO Side Tank Port 0 124.26 0 8.28 0 0
T101 HFO Side Tank Starboard 0 124.26 0 8.28 0 0
GM=5.195m 0
T102 HFO Double Bottom Tank Port 0 122.57 0 2.32 0
5 5
T103 HFO Double Bottom Tank Starboard 0 122.57 0 2.32 0 0
T104 HFO Deep Tank Port 0 110.27 0 10.90 0 0
T105 HFO Deep Tank Starboard 0 110.29 0 10.78 0 0
T106 HFO Double Bottom Tank Centre 0 94.51 0 0.82 0 0
4 4 T107 HFO Double Bottom Tank Centre 265.0 64.95 17,211.75 0.58 153.7 1163
Righting T108 HFO/MDO Overflow Tank 0 41.74 0 1.48 0 0
Lever T109 HFO Daily Service Tank 67.2 33.00 2,217.6 13.72 921.98 15
(metres) T110 HFO Daily Service Tank 64.8 30.62 1,984.18 13.84 896.83 15
GZ T111 HFO Settling Tank 82.8 27.11 2,244.71 13.42 1,111.18 30
3 3 T200 MDO Storage Tank Port 0 39.94 0 9.83 0 0
T201 MDO Storage Tank Starboard 0 40.00 0 9.77 0 0
Metres Radian
T202 MDO Service Tank Starboard 25.7 34.95 898.22 11.21 288.10 97
T203 MDO Emergency Generator Tank 3.4 25.74 87.52 19.29 65.59 0
2 2 T300 Fresh Water Side Tank Port 0 47.60 0 9.70 0 0
T301 Fresh Water Side Tank Starboard 20.0 47.61 952.2 7.74 154.8 211
T400 Water Ballast Peak Tank 0 199.99 0 7.31 0 0
I)
PH 1.307 at 40° T401 Water Ballast Double Bottom Tank Centre 0 187.70 0 2.78 0 0
E(
T402 Water Ballast Side Tank Port 0 177.50 0 9.64 0 0
1 1 T403 Water Ballast Side Tank Starboard 323.7 176.56 57,152.47 7.79 2,521.62 272
0.731 at 30° T404 Water Ballast Double Bottom Tank Centre 282.1 176.09 49,674.99 2.81 792.70 0
T405 Water Ballast Side Tank Port 1,003.2 152.91 153,399.31 8.95 8,978.64 0
T406 Water Ballast Side Tank Starboard 1,003.2 152.91 153,399.31 8.95 8,978.64 0
PS T407 Water Ballast Double Bottom Tank Port 517.9 152.27 78,860.63 2.46 1,274.03 0
0 0
T408 Water Ballast Double Bottom Tank Starboard 518.6 152.30 78,982.78 2.46 1.275.76 0
0 10 20 30 40 50 60
T409 Water Ballast Double Bottom Tank Port 368.9 124.57 45,953.87 0.82 302.50 0
Heeling Angle T410 Water Ballast Side Tank Port 465.9 94.37 43,966.98 8.63 4,020.72 23
T411 Water Ballast Side Tank Starboard 515.9 94.37 48,685.48 9.04 4,663.74 0
T412 Water Ballast Double Bottom Tank Port 712.3 94.36 67,212.63 1.85 1,317.76 0
T413 Water Ballast Double Bottom Tank Starboard 705.4 94.36 66,561.54 1.85 1,340.99 0
T414 Water Ballast Double Bottom Tank Port 662.8 65.66 43,519.45 2.17 1,438.28 0
T415 Water Ballast Double Bottom Tank Starboard 662.8 65.66 43,519.45 2.17 1,438.28 0
Mean Draught: 6.99m T416 Water Ballast Heeling Tank Port 577.5 64.23 37,092.83 8.64 4,989.60 0
Draught at A.P: 8.48m T417 Water Ballast Heeling Tank Starboard 577.5 64.23 37,092.83 8.64 4,989.60 0
Draught at F.P: 5.50m T419 Water Ballast Side Tank Starboard 0 42.01 0 5.65 0 0
Draught (Mean): 6.99m T420 Water Ballast Aft Peak Tank Port 0 10.22 0 11.83 0 0
Trim: -2.98m T421 Water Ballast Aft Peak Tank Starboard 0 10.26 0 11.84 0 0
Heeling: 0.0° T500 LO Circulation Tank Centre 35.2 35.16 1,237.63 1.10 38.72 22
LCG: 93.69m T502 LO Storage Tank Main Engine 3.6 17.50 63 12.38 44.57 3
KM: 15.33m T503 LO Storage Tank Main Engine 7.50 20.00 150 12.80 90.6 6
GM: 5.195m T504 Stern Tube Drain Tank 0 16.47 0 1.35 0 0
KG0 (solid): 10.06m T505 LO Cleaning Tank 0 13.54 0 15.60 0 0
KG (fluid): 10.14m T506 Cylinder Oil Storage Tank 7.4 10.14 750.36 13.22 97.83 6
T507 Cylinder Oil Storage Tank 6.7 6.17 41.34 13.64 84.16 6
T600 Waste Oil Tank 0 48.02 0 0.99 0 0
T601 Scavenge Air Collecting Tank 0 35.42 0 1.57 0 0
T602 Cooling Water Drain Tank 0 31.79 0 1.67 0 0
T603 Sludge Tank LO Separators 0 41.28 0 7.10 0 0
Ship IMO Recommended T604 Swimming Pool Tank 21.2 34.09 722.71 19.50 413.4 35
T605 Fuel Oil Drain Tank 0 32.29 0 1.65 0 0
Displacement 24,121.3 metric tonnes
T606 Sludge Tank FO Separators 0 32.67 0 8.85 0 0
KM 15.33 metres
T607 Bilge Water Tank 0 22.60 0 1.32 0 0
KGo 10.06 metres
T608 Distilled Water Tank 5.0 22.82 114.1 9.42 47.1 7
GMo 5.195 metres 0.150 metres
T609 Stern Tube Cooling Fresh Water Tank 74.2 12.83 951.99 4.26 316.09 0
Area up to 30° 0.731 metres radians 0.055 metres radians
T610 Cargo Hold Bilge Tank 0 41.59 0 8.27 0 0
Area up to 40° 1.307 metres radians 0.090 metres radians
T612 Waste Oil Tank 0 41.21 0 1.49 0 0
Area between 30° and 40° 0.576 metres radians 0.030 metres radians
Miscellaneous Items 90.5 101.51 9,186.66 19.12 1,730.36 0
GZ maximum 4.275 metres 0.200 metres
Containers 0
Angle at GZ maximum 56.763° 25.0°
Deadweight 9,671.3 107.8 1,042,566.1 5.66 54,739.56
Total Weight 24,121.3 93.69 2,259,924.5 10.06 242,660.27

Issue: 1 8.2 Trim, Stability and Bending - Page 12 of 18

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 Johannes Mærsk Deck Operating Manual
Illustration 8.2.2e Loading Condition - Loaded Departure

1,475 TEU at 11 tonne + 310 FEU at 22 tonne Bending Moment Curve

40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01 200000

13 13 13

13 13 13 13 13 13 13 13 13 13 12 12 13 2 2 3 3 3 3 4 4
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 4 4 Bending Moment
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9 100000
13 13
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 (11R) 13 (11R) 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (10R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 11 11 9
13 13 (11R) 13 (13R) 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 11 11
7
11 (11R) Bending
7 5
5 11 11 11 11 11 11 11 11
Moment 0
5 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 5 3
(tm) 0
5 5 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 11 (11R) 11 9 (9R) 9 7 (5R) 5 3 3 1
1 1 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 9 (9R) 9 7 (7R) 7 5 (5R) 5 1 1 1
9 (9R) 9 11 (11R) 11 11 (11R) 11 11 (11R) 11 9 9 (9R) 7 (7R) 7 5 (5R) 5 3 (3R) 3 1 1

5 (5R) 5 9 (9R) 9 9 (9R) 9 9 (9R) 9 7 7 (7R) 5 (5R) 5 3 (3R) 3 1 (1R) 1

-100000

00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260

-200000

0 50 100 150 200 250

Frame

Shear Force Curve

6000

4000

Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water 2000

Shear
Force 0
Water (t)
Ballast Shear Force

Water -2000
Ballast

-4000

Lubricating Oil

Tank Top -6000

0 50 100 150 200 250

Frame

Issue: 1 8.2 Trim, Stability and Bending - Page 13 of 18

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 Johannes Mærsk Deck Operating Manual
Stability Curve Weight LCG L - Moments KG V-Moment Free Surface
Item
(MT) (m) (MT - m) (m) (MT - m) (MT - m)
1 1 Lightship 14,450.0 84.25 1,217,413 13.00 187,850 0
T100 HFO Side Tank Port 723.0 124.27 89,847.21 8.18 5,914.14 0
T101 HFO Side Tank Starboard 723.0 124.27 89,847.21 8.18 5,914.14 0
T102 HFO Double Bottom Tank Port 629.9 122.55 77,194.25 2.28 1,436.17 0
T103 HFO Double Bottom Tank Starboard 629.9 122.55 77,194.25 2.28 1,436.17 0
0.8 0.8 T104 HFO Deep Tank Port 531.9 110.27 58,652.61 10.68 5,680.69 602
T105 HFO Deep Tank Starboard 545.3 110.29 60,141.14 10.56 5,758.37 663
T106 HFO Double Bottom Tank Centre 348.0 94.51 32,889.48 0.80 222.72 0
GM=0.706m T107 HFO Double Bottom Tank Centre 368.4 64.94 23,923.90 0.81 298.40 0
T108 HFO/MDO Overflow Tank 58.6 41.83 2,451.24 1.22 71.49 66
T109 HFO Daily Service Tank 67.9 33.00 2,240.70 13.75 933.63 0
0.6 0.6
GZ T110 HFO Daily Service Tank 65.5 30.62 2,005.61 13.87 908.49 0
Righting T111 HFO Settling Tank 106.5 27.09 2,885.09 14.03 1,494.20 30
Lever T200 MDO Storage Tank Port 122.3 39.95 48,858.86 9.73 1,189.98 5
(metres) Metres Radian
T201 MDO Storage Tank Starboard 126.7 40.01 5,069.27 9.67 1,225.19 5
T202 MDO Service Tank Starboard 38.8 34.96 1,356.49 11.72 454.74 108
0.4 0.4 0
T203 MDO Emergency Generator Tank 3.4 25.74 87.52 19.29 65.59
T300 Fresh Water Side Tank Port 80.0 47.60 3,808 8.98 718.4 117
T301 Fresh Water Side Tank Starboard 120.0 47.55 5,706 9.02 1,082.4 2
T400 Water Ballast Peak Tank 590.9 199.99 118,174.09 7.31 4,319.48 0
HI T401 Water Ballast Double Bottom Tank Centre 122.3 187.70 21,078.71 2.78 312.19 0
EP 0.228 at 30°
0.2 0.2 T402 Water Ballast Side Tank Port 20.0 175.26 3,505.2 4.84 96.8 28
T403 Water Ballast Side Tank Starboard 20.0 175.26 3,505.2 4.84 96.8 28
0.138 at 30° T404 Water Ballast Double Bottom Tank Centre 284.9 176.09 50,168.04 2.81 800.57 0
T405 Water Ballast Side Tank Port 0 152.91 0 8.95 0 0
T406 Water Ballast Side Tank Starboard 0 152.91 0 8.95 0 0
PS T407 Water Ballast Double Bottom Tank Port 522.8 152.27 79,606.76 2.46 1,286.09 0
0 0
T408 Water Ballast Double Bottom Tank Starboard 523.7 152.30 79,759.51 2.46 1,288.30 0
0 10° 20° 30° 40° 50° 60° 0
T409 Water Ballast Double Bottom Tank Port 372.6 124.57 46,863.23 0.82 305.53
Heeling Angle T410 Water Ballast Side Tank Port 0 94.37 0 9.04 0 0
T411 Water Ballast Side Tank Starboard 0 94.37 0 9.04 0 0
T412 Water Ballast Double Bottom Tank Port 712.3 94.36 67,212.63 1.85 1,317.76 0
T413 Water Ballast Double Bottom Tank Starboard 712.3 94.36 67,212.63 2.17 1,317.76 0
T414 Water Ballast Double Bottom Tank Port 452.4 66.43 30,052.93 1.38 624.31 634
T415 Water Ballast Double Bottom Tank Starboard 452.4 66.43 30,052.93 1.38 624.31 634
Mean Draught: 12.02m T416 Water Ballast Heeling Tank Port 0 64.23 0 8.64 0 0
Draught at A.P: 12.02m T417 Water Ballast Heeling Tank Starboard 0 64.23 0 8.64 0 0
Draught at F.P: 12.02m T419 Water Ballast Side Tank Starboard 123.2 42.01 5,186.72 5.39 664.05 101
Draught (Mean): 12.02m T420 Water Ballast Aft Peak Tank Port 0 10.22 0 11.83 0 0
Trim: 0.00m T421 Water Ballast Aft Peak Tank Starboard 0 10.26 0 11.84 0 0
Heeling: 0.0° T500 LO Circulation Tank Centre 35.2 35.16 1,237.63 1.10 38.72 22
LCG: 103.64m T502 LO Storage Tank Main Engine 26.6 17.50 4,655 14.66 389.96 13
KM: 15.02m T503 LO Storage Tank Main Engine 56.3 19.90 1,120.37 14.47 814.66 25
GM: 0.706m T504 Stern Tube Drain Tank 0 16.47 0 1.35 0 0
KG0 (solid): 14.24m T505 LO Cleaning Tank 0 13.54 0 15.60 0 0
KG (fluid): 14.31m T506 Cylinder Oil Storage Tank 55.6 9.98 554.89 15.20 845.12 31
T507 Cylinder Oil Storage Tank 50.4 6.01 302.90 15.46 779.18 31
T600 Waste Oil Tank 0 48.02 0 0.99 0 0
T601 Scavenge Air Collecting Tank 0 35.42 0 1.57 0 0
T602 Cooling Water Drain Tank 0 31.79 0 1.67 0 0
T603 Sludge Tank LO Separators 0 41.28 0 7.10 0 0
Ship IMO Recommended T604 Swimming Pool Tank 21.2 34.09 722.71 19.50 413.41 35
T605 Fuel Oil Drain Tank 0 32.29 0 1.65 0 0
Displacement 33,698.5 metric tonnes
T606 Sludge Tank FO Separators 0 32.67 0 8.85 0 0
KM 15.02 metres
T607 Bilge Water Tank 0 22.60 0 1.32 0 0
KGo 14.24 metres
T608 Distilled Water Tank 50.0 22.69 1,134.50 11.34 567 127
GMo 0.706 metres 0.150 metres
T609 Stern Tube Cooling Fresh Water Tank 74.2 12.83 951.99 4.26 316.09 0
Area up to 30° 0.138 metres radians 0.055 metres radians
T610 Cargo Hold Bilge Tank 0 41.59 0 8.27 0 0
Area up to 40° 0.228 metres radians 0.090 metres radians
T612 Waste Oil Tank 0 41.21 0 1.49 0 0
Area between 30° and 40° 0.091 metres radians 0.030 metres radians
Miscellaneous Items 95.0 98.17 9,326.15 19.39 1,842.05 0
GZ maximum 0.542 metres 0.200 metres
Containers 23,045.0 101.3 2,334,458.5 19.27 444,077.15
Angle at GZ maximum 32.417° 25.0°
Deadweight 33,698.5 103.64 3,492,512.5 14.78 498,063.83
Total Weight 48,148.5 97.82 4,709,886.2 14.24 685,634.64

Issue: 1 8.2 Trim, Stability and Bending - Page 14 of 18

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 Johannes Mærsk Deck Operating Manual
Illustration 8.2.2f Loading Condition - Loaded Arrival

1,475 TEU at 11 tonne + 310 FEU at 22 tonne Bending Moment Curve

40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01
200000

13 13 13 nt
o me
13 13 13 13 13 13 13 13 12 12 13 2 2 3 3 3 3 4 4
gM
13 13
13 13 in
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 4 4 nd
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9 Be
100000
13 13
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 (11R) 13 (11R) 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (10R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 11 11 9
13 13 (11R) 13 (13R) 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 11 11
7
11 (11R)
7 5
Bending
5 11 11 11 11 11 11 11 11
5
Moment 0
5 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 11 (11R) 9 (9R) 7 (7R) 3
(tm) 0
5 5 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 11 (11R) 11 9 (9R) 9 7 (5R) 5 3 3 1
1 1 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 (11R) 11 11 11 (11R) 9 (9R) 9 7 (7R) 7 5 (5R) 5 1 1 1
9 (9R) 9 11 (11R) 11 11 (11R) 11 11 (11R) 11 9 9 (9R) 7 (7R) 7 5 (5R) 5 3 (3R) 3 1 1

5 (5R) 5 9 (9R) 9 9 (9R) 9 9 (9R) 9 7 7 (7R) 5 (5R) 5 3 (3R) 3 1 (1R) 1

-100000

00 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260

-200000

0 50 100 150 200 250

Frame
Shear Force Curve

6000

4000

Distilled Water Diesel Oil Heeling Tank Water Ballast Fuel Oil Fuel Oil Water Ballast
Fuel Oil Fresh Water 2000

Shear
Force 0
Water (t)
Ballast

Sh
ea
rF
Water -2000

or
Ballast

ce
-4000

Lubricating Oil

Tank Top -6000

0 50 100 150 200 250

Frame

Issue: 1 8.2 Trim, Stability and Bending - Page 15 of 18

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 Johannes Mærsk Deck Operating Manual
Stability Curve Weight LCG L - Moments KG V-Moment Free Surface
Item
(MT) (m) (MT - m) (m) (MT - m) (MT - m)

1 1 Lightship 14,450.0 84.25 1,217,413 13.00 187,850 0

T100 HFO Side Tank Port 0 124.26 0 8.28 0 0
T101 HFO Side Tank Starboard 0 124.26 0 8.28 0 0
T102 HFO Double Bottom Tank Port 0 122.57 0 2.32 0 0
T103 HFO Double Bottom Tank Starboard 0 122.57 0 2.32 0 0
0.8 0.8 T104 HFO Deep Tank Port 0 110.27 0 10.90 0 0
T105 HFO Deep Tank Starboard 0 110.29 0 10.78 0 0
T106 HFO Double Bottom Tank Centre 0 94.51 0 0.82 0 0
T107 HFO Double Bottom Tank Centre 265.0 64.95 17,211.75 0.58 153.7 1163
T108 HFO/MDO Overflow Tank 0 41.74 0 1.48 0 0
GM=0.623m T109 HFO Daily Service Tank 67.2 33.00 2,217.60 13.72 921.98 15
0.6 0.6 T110 HFO Daily Service Tank 64.8 30.62 1,984.18 13.84 896.83 15
Metres Radian T111 HFO Settling Tank 82.8 27.11 2,244.71 13.42 1,111.18 30
Righting
Lever T200 MDO Storage Tank Port 0 39.94 0 9.83 0 0
GZ T201 MDO Storage Tank Starboard 0 40.00 0 9.77 0 0
(metres)
T202 MDO Service Tank Starboard 25.7 34.95 898.22 11.21 288.10 97
0.4 0.4 T203 MDO Emergency Generator Tank 3.4 25.74 87.52 19.29 65.59 0
T300 Fresh Water Side Tank Port 0 47.60 0 9.70 0 0s
T301 Fresh Water Side Tank Starboard 20.0 47.61 952.2 7.74 154.8 211
T400 Water Ballast Peak Tank 259.2 199.36 51,674.11 4.63 1,200.10 121
T401 Water Ballast Double Bottom Tank Centre 112.3 187.70 21,078.71 2.78 312.19 0
0.207 at 30° T402 Water Ballast Side Tank Port 347.7 175.62 61,410.77 7.93 2,757.26 299
0.2 0.2
I) T403 Water Ballast Side Tank Starboard 347.7 175.26 61,410.77 7.93 2,757.26 299
E (PH
T404 Water Ballast Double Bottom Tank Centre 284.9 176.09 50,168.04 2.81 800.57 0
0.127 at 30°
T405 Water Ballast Side Tank Port 1,013.1 152.91 154,913.12 8.95 9,067.25 0
T406 Water Ballast Side Tank Starboard 1,013.1 152.91 154,913.12 8.95 9,067.25 0
Vemgen PS T407 Water Ballast Double Bottom Tank Port 522.8 152.27 79,606.76 2.46 1,286.09 0
0 0
T408 Water Ballast Double Bottom Tank Starboard 523.7 152.30 79,759.51 2.46 1,288.30 0
0 10° 20° 30° 40° 50° 60° T409 Water Ballast Double Bottom Tank Port 372.6 124.57 46,863.23 0.82 305.53 0
Heeling Angle T410 Water Ballast Side Tank Port 521.0 94.37 49,166.77 9.04 4,709.84 0
T411 Water Ballast Side Tank Starboard 521.0 94.37 49,166.77 9.04 4,709.84 0
T412 Water Ballast Double Bottom Tank Port 712.3 94.36 67,212.63 1.85 1,317.76 0
T413 Water Ballast Double Bottom Tank Starboard 712.3 94.36 67,212.63 1.85 1,317.76 0
T414 Water Ballast Double Bottom Tank Port 669.4 65.66 43,952.80 2.17 1,452.60 0
T415 Water Ballast Double Bottom Tank Starboard 669.4 65.66 43,952.80 2.17 1,452.60 0
Mean Draught: 12.10m T416 Water Ballast Heeling Tank Port 498.2 64.10 31,934.62 7.96 3,965.67 24
Draught at A.P: 12.10m T417 Water Ballast Heeling Tank Starboard 583.2 64.23 37,458.94 8.64 5,038.85 0
Draught at F.P: 12.10m T419 Water Ballast Side Tank Starboard 143.2 42.01 6,015.83 5.65 809.08 0
Draught (Mean): 12.10m T420 Water Ballast Aft Peak Tank Port 256.0 10.23 2,618.88 11.81 3,023.36 0
Trim: 0.00m T421 Water Ballast Aft Peak Tank Starboard 256.0 10.29 2,634.24 11.79 3,018.24 719
Heeling: 0.0° T500 LO Circulation Tank Centre 35.2 35.16 1,237.63 1.10 38.72 22
LCG: 103.48m T502 LO Storage Tank Main Engine 3.6 17.52 63.07 12.38 44.57 3
KM: 15.04m T503 LO Storage Tank Main Engine 7.5 20.00 150 12.08 90.6 6
GM: 0.623m T504 Stern Tube Drain Tank 0 16.47 0 1.35 0 0
KG0 (solid): 14.36m T505 LO Cleaning Tank 0 13.54 0 15.60 0 0
KG (fluid): 14.42m T506 Cylinder Oil Storage Tank 7.4 10.14 75.04 13.22 97.83 6
T507 Cylinder Oil Storage Tank 6.7 6.17 41.34 13.64 91.39 6
T600 Waste Oil Tank 0 48.02 0 0.99 0 0
T601 Scavenge Air Collecting Tank 0 35.42 0 1.57 0 0
T602 Cooling Water Drain Tank 0 31.79 0 1.67 0 0
T603 Sludge Tank LO Separators 0 41.28 0 7.10 0 0
Ship IMO Recommended T604 Swimming Pool Tank 21.2 34.09 722.71 19.50 413.41 35
T605 Fuel Oil Drain Tank 0 32.29 0 1.65 0 0
Displacement 34,164.5 metric tonnes
T606 Sludge Tank FO Separators 0 32.67 0 8.85 0 0
KM 15.04 metres
T607 Bilge Water Tank 0 22.60 0 1.32 0 0
KGo 14.36 metres
T608 Distilled Water Tank 5.0 22.82 114.10 9.42 47.1 7
GMo 0.623 metres 0.150 metres
T609 Stern Tube Cooling Fresh Water Tank 74.2 12.83 951.99 4.26 316.09 0
Area up to 30° 0.127 metres radians 0.055 metres radians
T610 Cargo Hold Bilge Tank 0 41.59 0 8.27 0 0
Area up to 40° 0.207 metres radians 0.090 metres radians
T612 Waste Oil Tank 0 41.21 0 1.49 0 0
Area between 30° and 40° 0.080 metres radians 0.030 metres radians
Miscellaneous Items 90.5 101.51 9,186.66 19.12 1,730.36 0
GZ maximum 0.488 metres 0.200 metres
Containers 23,045.0 101.3 2,334,458.5 19.27 444,077.15
Angle at GZ maximum 31.433° 25.0°
Deadweight 34,164.5 103.48 3,535,342.4 14.93 510,075.98
Total Weight 48,614.4 97.76 4,752,543.7 14.36 698,102.78

Issue: 1 8.2 Trim, Stability and Bending - Page 16 of 18

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 Johannes Mærsk Deck Operating Manual
Illustration 8.2.3a Distance of Invisibility

Eye Position

40 36 32 28 24 20 16 12 08 04
48 44 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 02

13 13 13

13 13 13 13 13 13 13 13 13 13 12 13 13 2 2 3 3 3 3 4 4
IMO Visibility Line
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 4 4
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 11 11 9
13 13 (11R) 13 (11R) 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 13 (10R) 13 13 (11R) 13 13 (11R) 13 13 (11R) 13 11 11 9
13 13 (11R) 13 (13R) 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 13 (13R) 13 11 11
11 (11R)

L.W.L L.W.L

Obscured Obscured
Distance Distance
Fe
Ae
FP FE
AE AP
Loaded: (Trim 12.25m) 16.10m Loaded: (Trim 12.25m) 394.90m
Ballast: (Trim 9.72m /5.65m) 19.80m Ballast: (Trim 9.72m /5.65m) 292.80m

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°.

Issue: 1 8.2 Trim, Stability and Bending - Page 17 of 18

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 Johannes Mærsk Deck Operating Manual
8.2.3 DISTANCE OF INVISIBILITY

The height to which containers are loaded on particular hatches influences the
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
as they influence the navigation and control of the vessel. Various regulating
and state bodies set limits on the distance of invisibility and these must be
complied with at all times.

Distance of Invisibility

Regulation Limits

LOA = 216.840 m
LBP = 203.795 m

Regulation Criteria Actual

SOLAS df< Minimum (2.0 Lf 500 m) df< 375.18 m

USCG df< 3.5*LBP df< 713.28 m

Australia df < 1/4 mile (<463 m) df < 463 m

Panama Canal Full Load df< 1.0*LOA or 250 m df< 216.84 m

Condition (Whichever is less)
Ballast df< 1.5*LOA or 375 m df< 325.26 m
Condition (Whichever is less)

Suez Canal df < 500 m df < 500 m

Hong Kong DoT df < 500 m df < 500 m

Issue: 1 8.2 Trim, Stability and Bending - Page 18 of 18

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