MSPS On Board Users Manual 2 0 9

Vessel Performance Management Service
MSPS on-board users manual
MSPS version: 2.0.9

Analysis Module version: 1.4.10
Manual version: 1.13
Date: March, 2011
Copyright : A. P. Møller - Mærsk, Copenhagen

MSPS - User Guide
Table of Contents
1 Welcome to MSPS .................................................................................................... 3

1.1 Installation guide ........................................................................................................ 3
1.2 Use of MSPS system ................................................................................................. 3
2 Performance Reports ............................................................................................... 5
2.1 Data collection ............................................................................................................ 5
2.1.1 Sea Reports ........................................................................................................... 5
2.1.2 Port Reports ........................................................................................................... 6
2.1.3 Other Report .......................................................................................................... 6
2.1.4 Uncertainties .......................................................................................................... 7
2.2 How the Performance Report window works ............................................................. 8
2.3 Create a Performance Report .................................................................................... 9
2.3.1 Filling in the Header module ................................................................................10
2.3.2 Filling in the Sea module .....................................................................................11
2.3.3 Filling in the Power & fuel module .......................................................................17
2.3.4 Filling in the Position module ...............................................................................25
2.3.5 Filling in the Bunkers module ...............................................................................28
2.3.6 Filling in the ExhBoil module ................................................................................29
2.3.7 Filling in the Harbour module ...............................................................................30
2.3.8 Filling in the Losses module ................................................................................32
2.3.9 Filling in the Off-Service module ..........................................................................34
2.3.10 Filling in the Stock module ...................................................................................35
2.3.11 Filling in the Diesel module ..................................................................................40
2.3.12 Filling in the Cargo operation module (Tankers only) ..........................................45
2.4 General functionalities for all modules .....................................................................46
2.4.1 Validation of data .................................................................................................46
2.4.2 Summary Sheet ...................................................................................................50
2.4.3 Remaining on board (R.O.B.) ..............................................................................53
2.5 Send a Performance Report ....................................................................................56
2.5.1 Save report without validation ..............................................................................56
2.5.2 Save report with validation ...................................................................................56
2.6 Change a Performance Report ................................................................................57
2.7 Delete a Performance Report ..................................................................................57
2.8 File menu ..................................................................................................................57
2.8.1 Options .................................................................................................................57
2.8.2 Check Mail ...........................................................................................................57
2.8.3 Send Report .........................................................................................................58
2.8.4 Send synchronization request .............................................................................58
2.8.5 Apply Backup .......................................................................................................58
2.8.6 Exit .......................................................................................................................58
2.9 Help Menu ................................................................................................................58
3 Installation guide ....................................................................................................59
3.1 Installing Maersk Ship Performance System (MSPS) on a vessel ..........................59
3.1.1 Installing a new version versus upgrading existing MSPS installations. .............60
3.1.2 Set-up of APM Maillink program ..........................................................................60
3.1.3 Installing: Networked version ...............................................................................63
3.2 Setting up MSPS ......................................................................................................67
3.2.1 Define the vessel .................................................................................................67
4 Instructions for Torsionmeter (MAIHAK) .............................................................71
4.1 Procedure for L-type vessels (or vessels with MAIHAK MDS 820) .........................72
4.2 Procedure for S/C/A vessels ....................................................................................73
MSPS version: 2.0.8 -1.15-

This manual is version 1.13 of the MSPS on-board users manual. All readers are encouraged
to forward corrections, improvements or suggestions.
MSPS - User Guide
Date Version Description Author

23-02-2005 1.0 First version for test vessels JBP
04-05-2005 1.1 Improved harbour descriptions JBP
09-05-2005 1.2 Further improved descriptions JBP
13-09-2005 1.3 Cargo operation and cylinder oil added AB/JBP
23-09-2005 1.4 Editorial corrections JBP
04-10-2005 1.5 New design of Wind & Sea section on Sea AB/JBP
tab
25-01-2006 1.6 Latest corrections, linked to version 1.2.22 JBP
27-03-2006 1.7 Updated Diesel module description, linked JBP
to 1.2.40
23-11-2007 1.8 Updated descriptions for performance codes, PSJ
definitions for harbour events, improved
description for waiting periods.
Deleted references to old performance
system
25-02-2008 1.8 Updated screenshots and descriptions to PSJ
reflect new MSPS version
12-05-2009 1.9 Updated manual for MSPS version 1.3.47 BCS
14-06-2010 1.10 Updated manual for MSPS version 1.3.71 BCS
TC cut out included, new Harbour reporting
procedures.
02-12-2010 1.11 Updated manual for MSPS version 1.3.74 PSJ/UDE
Applicable for ship owners outside the A.P.
Moller Maersk Group
12-01-2011 1.12 Updated manual for MSPS version 1.3.74 BCS/UDE
Applicable for ship owners outside the A.P.
Moller Maersk Group. Revised installation
instructions.
02-03-2011 1.13 Updated manual for MSPS version 2.0.8 UDE
This version of MSPS is developed as part
of the Gangway project.
The main changes are in the modules
harbour, power & fuel and position.
Contact information
In case of problems, questions or comments please contact:
Peter Skovly Jensen Jakob Buus Petersen

+45 33634581 +45 33634439
E-mail:
TOVSUPERF@maersk.com

MSPS - User Guide
1 Welcome to MSPS
The overall goal of the MSPS - Maersk Ship Performance System - is to provide a
tool for optimisation of the ships performance with respect to fuel consumption,
lubrication oil consumption and off-service time.
MSPS registers and monitors the performance of the ships hull, lubrication oil
consumption (stock and bunkers), bunkers, off-service, etc. and creates detailed
voyage statistics and reports.
Furthermore, the MSPS is used for reporting of diesel engine performance. A monthly
report is prepared for each diesel engine at appropriate intervals in order to discover
any sub-standard performance in due time.
The system runs centrally at the office and on each vessel and it is seamlessly
connected so that data entered in one place will automatically be transferred to the
other end. Also performance data from sister vessels is distributed.
It is possible to create/edit new performance reports onboard the vessels and send
these reports to the office database. The reports will, before sending, be validated
against pre-programmed model values, limits and “rules-of-thumb” to help the user to
provide the best possible sea and harbour data for analysis of the ships performance.
The office can update basis-information only, i.e. the office defines and maintains the
various models used as a basis to evaluate the performance whereas the ships
maintain the content of the daily vessel reports.
A specific ship model is defined for each ship or ship type. This ship model contains
information about the ships main particulars, engine power, revolutions, auxiliary
engines etc. This set-up is maintained by the office. If the set-up for the present ship
does not match the actual conditions, please inform the office and the ship set-up will
be corrected.
1.1 Installation guide

An Installation guide is enclosed in Section 3.1
1.2 Use of MSPS system

On the basis of the daily performance report the performance system calculates the
speed percentage. The speed percentage is a measure of how fast a vessel can sail in
its current condition compared to a reference model. The speed percentage is
calculated at a reference power (typically continuous service rating) and a reference
draught, even keel. The difference in speed percentage from when the vessel was last
dry-docked to now is a measure for the loss in vessel performance since dry-docking.
Typically one percent loss in speed corresponds to four percent additional fuel
consumption.

MSPS - User Guide
The speed percentage is calculated using various correction functions:

 Correction to max. power
 Correction for loading condition
 Correction for sea state and wind conditions
The speed percentage is a key parameter for estimating:

 Optimum time for dry-docking, hull cleaning and propeller polishing.
 Planning and adjustment of schedules and fuel economy.
 Budgets for fuel consumption.
The ships send performance data to the office. The office stores the performance data
in a database. The office extracts various reports from this data, regarding the ship
performance and voyage statistics. Various standard reports are being distributed to
the departments within the company. One example is the diesel engine reporting
which is used for analysing the engine performance by comparing measured values
with the reference values obtained in the test bench. This report is being distributed to
superintendents, technical service departments and to the vessels.

MSPS - User Guide
2 Performance Reports
A Performance Report is the term used for a report containing various operational
data, i.e. a collection of one or more modules (Sea, Harbour, Engine, Stock, etc)
entered at certain intervals. The reports are divided into 3 categories:
1. Sea Report. To be sent on a daily basis while at sea. Sea reports cover the
period from Start of Sea Passage till End of Sea Passage. Maximum period for
one sea report is 36 hours.
2. Port Report. Covering the time between End of Sea Passage and Start of Sea
Passage.
3. Other report. Used if a specific module has to be sent now and it is not
possible to wait until the next Sea Report or Port Report is finalised. For
instance an off-service module.
2.1 Data collection

The normal reporting is split between Sea Reports and Harbour Reports. A sequence
of Sea and Harbour Reports are schematically depicted in Figure 1.
Figure 1: Schematic overview of reporting sequence for Sea and Port Reports.
The voyage starts (first Sea Report) when vessel has reached its cruising speed and
conditions are stable, and lasts until it’s necessary to start the slowdown on arrival,
End of sea passage. Period from end of sea passage till start of next sea passage is
covered in a Port Report.
2.1.1 Sea Reports

The Sea reports are typically covering a period of 24 hours (or 23, 25, depending on
time zone adjustments). The report period is not allowed to exceed 36 hours and it
should not be shorter than 12 hours (Performance tests excluded).

MSPS - User Guide
The reporting period should cover stable operational conditions. If considerable

changes in speed or weather are observed, a reporting period should be terminated and
a new reporting period should begin (if convenient for the crew).
In other words, if a speed change is needed and within normal working hours, we
prefer a report deviating from the standard 24 hour period.
If the above stable conditions are not met, the Sea report should reflect this by setting
the appropriate information in the performance code in the sea module section (Swell,
varying RPM or other). For detailed information, see description of performance
codes in section 2.3.2.1
Note that the times describing the reporting periods must be correct, the reports
should follow each other sequentially with no gaps or overlaps between them.
A Sea Report must include at least:
 Sea module
 Power and fuel module
 Position module.
2.1.2 Port Reports

A Port Report must include at least:
 Harbour module.
 Power & fuel module.
 Position module.
 Stock module (for heavy fuel and diesel is mandatory).
If bunkers have been received in a harbour, they have to be reported in a bunkers

module as well.
Port Reports also cover canal passages and anchoring.
2.1.3 Other Report
Other Reports may include:

 Position module
 Stock module
 Off-service module
 Bunkers module
 Losses module
 ExhBoil module.

MSPS - User Guide
2.1.4 Uncertainties
There are many uncertainties related to the calculation of the ship’s performance.
These uncertainties can be divided into the following causes:
 Uncertainties in measured values, readings and in-accurate instruments. (Log,

torque-meter, Flow meters, counters, stock measurements etc.)
 Unstable conditions over the reporting period (environment, RPM, change of
course etc.). Environment covers wind, waves, current, water depth, sea
temperature.
 Mathematical models for calculation of speed percentage are not accurate
In order to be able to calculate the ships performance as accurate as possible, it is

important to try to minimize the uncertainties in each of the above mentioned causes.
The crew on-board can contribute to the first two items.
Uncertainties in the readings can be minimized by careful readings of the instruments

and by trying to discover and minimize or correct possible uncertainties (drift) in the
instruments. If an instrument is known to be in error and the error can be estimated,
the result that is reported should be corrected for this estimated error.
The reader is encouraged to study the instructions for torsion-meter readings for the
equipment installed in order to achieve the best possible power production estimates
for the main engine. In this manual an example is shown in Section 4.
If unstable conditions have been observed during the reporting period, it is important
that this information is included in the Performance Reports. This is achieved by
setting the most relevant codes in the various modules (varying speed, course, swell,
varying wind speed and/or direction etc.).
Figure 2: Sensitivity to input errors.
Naturally, the MSPS development team will be responsible for the mathematical
models for calculating the performance of the vessel.

MSPS - User Guide
2.2 How the Performance Report window works

This section describes how to operate in the program. The general lay-out of the user
interface is shown in Figure 3.
Figure 3: General lay-out of user interface for editing and creating new reports
The interface is split into four main sections:
 Folder view
 Action buttons
 Filter options
 List window
The Folder view

In the folder view the user selects the type of data that should be displayed. Three
main folders exist, “Reports”, “Schedule” and “Setup” folder. When the “Reports”
folder is selected, the window will show a list of reports corresponding to the filter
settings. When “Schedule” folder is selected, latest schedule data received will be
displayed (if available for vessel). The “Setup” folder will display a list of the various
models set up for the vessel and lists of general codes for the MSPS application. Users
are not able to edit any models or codes. If changes are required this will be done in
the office (TOVSUPERF@maersk.com) and update packages will be sent to vessel
and automatically loaded into the database onboard.
The Action buttons

MSPS - User Guide
The Action buttons define various user functions see Figure 4.
Check mail
Send
Create a new report
Delete a report
Edit a report
Refresh the list
Filter
Extended filter
Figure 4. Action button’s bar with explanations.
The Filters Option

It is possible to set up a filter for the various reports using some predefined criteria.
The List window

The list window shows data that can be selected for editing. The data types (reports
etc.) that are shown correspond to the selection of folders and the filters options.
When starting MSPS the list contains by default reports for the last 30 days for your
vessel. You may, however, want to list reports older than 30 days, or reports for other
vessels. In order to define the list content you may use the 3 predefined drop-down
filter buttons in combination with the Filter drop-down – or - you may use the
Extended filter button.
It is also possible to set up various sorting and group the data. You can sort the data
by simply clicking the title/name/headline of the column you want to sort by. If you
would like to group the data by column, simply drag the headline to grey area at the
top. To show the ungrouped view, drag the header back to the line.
2.3 Create a Performance Report
1. Click the Add button

2. Choose Report Type:
- Other
- Harbour Report ; from end of sea-passage to start of new sea-passage
- Sea Report ; during sea-passage
For some fields MSPS will suggest default values, predefined, estimated or copied
from previous report. These values can and should, of course, be edited when needed.
The next sections describe how to fill in the various report modules:
MSPS - User Guide
Header module
Sea module
Pow& Fuel module
Position module
Bunkers module
ExhBoil module
Harbour module
Losses module
Off-service module
Stock module
Diesel module
Cargo module (Tankers only)
2.3.1 Filling in the Header module
It is possible to change the report type in the Header module until report has been
sent. Be aware that changing the report type will exclude some modules and thereby
data in these modules will be lost.
Following fields must be entered:
Closing date/time - should be changed if necessary.

Time Zone on the vessel, at closing time for report
In all fields where a specific date and time has to be specified, a “date and time”
dialog box can be used as shown in Figure 5.
Figure 5: Date and time dialog box.
NOTE: All date/time stamps entered in MSPS have to be given in local time.
UserID/Name for Captain and Chief engineer signed on will be displayed in the report
header. This information is taken from the WinAdmin database if available onboard.
For vessels without WinAdmin database, or any problems with the connection to this
database, user can enter id and name.
Information entered in the Notes field will be distributed to the assigned

superintendent/ technical management ashore. This is done via a daily report
(“Warning & Triggers” report) which is distributed via email to the technical
management.
MSPS version: 2.0.8 - 1.
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MSPS - User Guide
Figure 6: Screenshot of a Sea Report Header.
2.3.2 Filling in the Sea module
The view of Sea module in a Sea Report is presented for a container and a tanker (or
cargo) vessel are presented in Figure 7 and Figure 8 respectively.

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Figure 7: Screen dump of Sea tab in Sea Report for a container vessel.
Figure 8: Screen dump of Sea tab for a tanker/cargo vessel.

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The Sea module specifies ship and environment specific data for the current leg of the
voyage. In the following, the data inputs are explained.
Ship specific data:

1. Enter Draught fore (Static draught).
2. Enter Draught aft (Static draught).
3. Enter Stabilizers (Number of hours that stabilizers have been in use within the
reporting period).
4. Enter Ballast code
5. Enter amount of ballast water [tonnes]
6. Container vessels must also enter GM
7. Load constraint. Inform if a constraint prevents vessel from taking cargo:
GM, Metacentric height in meters,
BM, bending moment
SF, shear force
TM, torsional moment
Trim, propeller emergence or other trim related loading constraints
Draught, constraints in departure or arrival
IMO visibility.
Voyage specific data:

8. Enter Water Depth (Average water depth over the reporting period, NOT the
depth below keel!).
9. Enter Sea temperature.
10. Enter Observed Distance (bottom track) sailed over the reporting period (map,
GPS, ECDIS). Remember to include decimals.
11. Enter Logged Distance over the reporting period (from the ships water track log).
Remember to include decimals.
12. Enter Performance codes. Please see guidelines below
13. Enter Speed instruction code if your vessel is of the type Crude, Product or Gas
Tanker, Car or RORO vessel. Container ships should not enter speed instruction
data.
Vessels using Sperry log must be aware that readings of water track must be taken
from the main panel. The slave panel is showing a combination of water track and
bottom track. If the log can see the bottom, bottom track is used and if the log cannot
see the bottom, water track is used. The miles in the slave panel then become a
combination of bottom and water track.

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Figure 9: Picture showing possible “warning” above the slave panel recommending using main
panel to read water track nautical miles.
2.3.2.1 Reporting guidelines, Performance codes.
If the reporting period covers unusual conditions, this should be reflected by setting
the appropriate performance code.
0: Performance test
This code is used for the monthly Performance test. The data from the test results
measures the combined performance of hull, propeller and main engine. The MSPS
report period MUST cover the complete test period (ref GSMS procedure 6979).
1: Normal cruising
This code is used for the daily reports with constant load on the main engine and
“constant” weather conditions in the report period. It is, of course, seldom that the
weather is constant during a 24-hour period. The crew member reporting the weather
should enter a weather observation that in the best possible way represents the
weather impact on the vessel for the report period (not an easy task but the best we
can do so far). Minor course changes and light traffic are acceptable.
2: Repeatedly changing courses

To be used if the vessel has made several course changes that cause larger speed
losses. It could for example be navigation in areas with heavy traffic, such as Malacca
strait or the English Channel.
5: Slowdown / stoppage due to technical problems

This code is used if the load on the engine has varied in the report period due to
technical problems.
6: Variable speed and power

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

Used if the weather has significant influence on the vessel speed during the reporting
period.
8: Power test
Used when testing vessel performance close to CSR (Continuous Service Rating) load
on the ME.
9: Running with incomplete engine

Used if a fuel pump is lifted, a Turbo charger is out of operation or alike.
A good performance report for analysis of the vessels performance has stable
(constant) conditions throughout the report period. In this case, the crew should use
the performance code 1 “Normal cruising”. Company procedures require a
“Performance test” on a monthly basis; in this case a performance report should have
code 0 “Performance test”. The accuracy of the performance evaluation for marine
growth requires a significant number of reports with codes 0, 1 or 8.
Performance code “Variable Speed & Power” should only be used if vessel speed or
power has changed significantly (corresponding to more than 0.25 knots logged)
during the report period. We understand that the various validation rules trigger more
frequently when “Normal cruising” is chosen. This is in our opinion an advantage as
it gives the crew and technical vessel operation the opportunity to discover if the
vessel is outside generally accepted limits.
Seen from a vessel performance evaluation point of view, the importance of having
as many reliable performance reports as possible cannot be underestimated.
It is therefore much more important to have a “Normal cruising” performance

report of say, 20 hours, with stable conditions, than to have a 24 hour “Variable
speed & Power” report. Another example of this is at start and end of sea passage.
A Sea Report following a Port Report should start once the vessel speed has
reached the cruising speed, not before. The same goes for the last Sea Report
followed by a Port Report, this Sea Report should stop before vessel speed is
decreased for the pilot station. This enables the crew to have two “Normal cruising”
reports on each side of a Harbour module. If at sea, and the Captain requires a
speed change, please, if it is practical, stop the sea report and start a new one
around the speed change (also applies when speeding up for soot blowing or TC
cleaning). In this way we will get one good report (“Normal cruising”), typically
shorter than 24 hours, and one with “Variable speed & Power”, typically longer
than 24 hours. If speed changes are required on two following days, please try to
have the two speed changes within the same performance report.
It is not easy to provide clear and consistent guidelines when a vessel should use code
1 or code 6. For example, it will only be on very rare occasions that a vessel can have
all sea reports with performance code “1: Normal cruising” over several voyages. It

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will depend on the vessels operation what is a good percentage of performance code 1
report. In general, we estimate that the percentage of Performance code 1 reports
should lie in the interval 45-85 percent, depending on which trade a vessel is assigned
to. For some vessels, with many harbour calls, the percentage will be smaller, and for
some vessels, primarily on long hauls, a higher percentage is also possible.
Most economical speed

If the vessel is instructed to sail at most economical speed, there is no need for a
special performance code, the same guidelines as above apply. A “normal cruising”
code is just as good at most economical speed as at any other speed.
Speed Instruction
Note that Speed Instruction is only required for Tankers, Bulk and Car Carriers.
Note that the “Actual” column is filled by the program for all vessels, not only
tankers, car carriers etc.
The planning of the voyage is governed by the overall speed instruction from the
customers/the office. A small table will calculate the deviation between the actual
measured values with the “instructed” value.
Specification of environment data:

The environment is specified by wind and sea conditions. It is important to enter the
environment as accurate as possible. It is of course known by the office that the
environment can change during a normal reporting period. If this is the case the best
weighted average should be estimated by the reporting officer.
14. Enter Relative Wind speed in m/s (Note that the input is the average value that is
read directly on the wind meter). Input average for report period
15. Enter Relative Wind Direction ("True Wind Direction Relative to ships
heading") ([0;360] deg., 0 degrees head sea. Note, the input is the reading taken
directly from the wind meter, i.e. including the effect of the vessel speed vector).
Input average for report period
16. Enter Sea-state in meters. The wave height is to be given as observed significant
wave height. A conversion between wave height in meters and Sea state is done
by MSPS automatically and the result can be seen in the “Actual” column under
Sea State. Input average for report period
17. Enter Relative direction of Sea-state ("True Sea Direction Relative to ships
heading") Sea direction as observed according to ships heading. The direction
from which the waves are coming (normally equal to True Wind direction)
relative to the ships heading.
([0;360] deg., 360 degrees head sea. Note, this angle is the true relative angle
between the ships centreline and the direction where the waves are coming from.)
a. 0 : waves from varying directions
b. 180 : waves from astern
c. 360 : waves from ahead (head sea)
d. 1-180 : waves from starboard
e. 181-359 : waves from port

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18. Enter Swell code (1: No swell to 4: Heavy swell). The evaluation of swell is to
reflect the influence on the vessel propulsion E.G. is swell causing rolling or
pitching of the vessel. No effect = 1 (no swell) or if swell is causing heavy rolling
or pitching and hereby significantly influencing the propulsion performance of the
vessel, swell code 4 (heavy swell) is to be used.
Normally the relative wave direction and the relative wind direction are different due
to the forward speed of the vessel.
To avoid any misunderstandings of the reporting of wind and wave directions, Figure
10 displays an outline of the vessel and the corresponding angles of attack of:
 The wind meter

 The true relative wave angle
 The calculated true relative wind angle.
Figure 10: Outline of the vessel, wind and wave directions
The figure should enable the reporting officer to recognize the environment as seen
from the vessel. Note especially that if the sea is wind driven then the direction of the
wind driven sea and the calculated true relative wind should be similar IF the
environmental conditions have been stable for some time.
2.3.3 Filling in the Power & fuel module

The Power & fuel module is mandatory when creating either a Port Report or a Sea
Report. The Power & fuel data is normally entered by the Engine officer. At Sea, the
Power & fuel module and the Sea module are both expected to cover a corresponding
period of approximately 24 hours under constant conditions (RPM, environment,
course). An example of the Pow&Fuel data sheet is shown in Figure 11 and Figure
12.
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Figure 11: Power & fuel data sheet for a Sea Report.
Figure 12: Power & fuel module layout for a Port Report showing 3 buttons for 3 consumption
periods to be filled in. The 3 buttons are indicated with the 3 red arrows.

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In the harbour report three consumption periods are available. This means that vessel
have to report Power & fuel in 3 separate subsections.
One for the period “End of sea passage” to “All fast”, one for “All fast” to “Last line
onboard”, and the final for “Last line onboard” to “Start of sea passage”. The data are
to be entered in the consecutive periods and the overall information related to the
entire Port report period will be displayed in the Power & fuel module as shown on
Figure 12. The purpose of this split is to ensure that consumption related to
manoeuvre is connected to such period, and the consumption related to Alongside
period is connected to that one. This is a requirement for future emissions reporting.
Figure 13: Power & fuel module - example of one consumption period for a Port.
The inputs for the Power & fuel module:
Main Engines:
1. Enter ME power (Total power production, kWh, divided by reporting period
(kWh/h). To get the total power production during a reporting period, reference is
given to the MAIHAK instructions included at the end of this manual.
2. Enter ME Running hours
3. Enter ME RPM (Number of revolutions divided by minutes in reporting period.)
4. For vessels with Turbo Charger cut out installations, TC cut out check box should
be marked when a turbo charger is taken out of operation. For port reports this
should be done in last subsection (third consumption period).
Electrical Generators:
The power generated by each auxiliary engine and shaft/turbo generator (kWh) and
the number of running hours is specified.
5. Enter Aux. eng. 1 power
6. Enter Aux. eng. 1 running hours (Running hours in reporting period)
7. Repeat for each Aux. engine / shaft generator / turbo generator
Oil Properties:
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8. The Lower calorific value of the fuel oils must be inserted; this data must come
from the bunker analysis report.
9. The sulphur % must be entered
Oil Consumers:
The consumption of fuel oil for ME, boiler and auxiliary engines is specified, the
consumption is shared between high sulphur or low sulphur fuels:
10. Enter Fuel consumption Aux. engines tons (Fuel, diesel)
11. Enter Fuel consumption boiler tons (Fuel, diesel, sludge)
12. Enter Fuel consumption ME tons (Fuel, diesel)
Electrical Consumers:
The power consumed by the reefers and/or the shaft motor is specified:
13. Enter Reefers power.
14. Enter Number of Reefers. If several harbours in a Port report, enter number of
reefers in last harbour. Number of reefers from subsection 3 will be displayed in
the Power & fuel module.
15. Enter Shaft motor power in period
16. Enter Shaft motor running hours in period
Reefer cooling water pumps and other equipment can also be included. Adding other
types of consumers shall be agreed with technical management.
The Specific Fuel Oil Consumption (SFOC) for Main engine, and mean SFOC for
Auxiliary engines are displayed in the Pow&fuel tab.
Basic load (kW) for actual report (normalised to 200C) is displayed together with the
reference value for the vessel class. The basic load is the load that does not relate to
the cargo.
If no kWh meter is installed for reefer containers the average load shows to be
~5.5KW per reefer if less than 50 reefers are onboard. If more than 50 reefer
containers are onboard the load per reefer drops to ~4kW per reefer container.
These figures cover all average surrounding temperatures and distribution of
cooling/frost reefers. Please correct these broad guidelines according to situation
onboard using best judgement.
The displayed SFOC for the Main Engine is corrected according to calorific value of
the fuel oil. If more fuel types are used, a weighted average for the calorific value is
calculated.
In the Port Report, data for the three periods is summed up in the main Power&Fuel
window. Some parameters are not a sum of reported data, e.g. RPM is weighted
average according to Main Engine running hours. Oil code, sulphur, density, avg.
temp are transferred from “Last line onboard till Start of sea passage” to the summary.
The periods’ buttons are marked with the red sign “!” if not filled in. Once the
necessary information is entered, the exclamation mark disappears.

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2.3.3.1 Log sheet function

The Power & fuel module provides a help function for calculation of auxiliary engine
power and running hours as well as for fuel consumption. This function is found by
pressing the “Log Sheet…” button. This button is marked with the red sign “!” if the
Log sheet contains counters modified since last report.
It is the user’s choice to enter the values in the Power & fuel data sheet(s) directly or
to use the log sheet(s). The values calculated by the log sheet will replace the numbers
in the Power & fuel data sheet. Users that have modern ICS systems would probably
prefer not to use the Log Sheet function.
The Log Sheet function requires that the user types in the readings from the various
counters and flow meters directly, thus avoiding any calculations. The log sheet will
calculate the various consumptions and hours automatically. Two tabs exist in the log
sheet; the Flow meter and the Counter data sheets which are shown in the Figure 14
and in Figure 15. Fields which are changed since the last report have a yellow
background.
Figure 14: Log sheet help function, counters, (normal display).

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Figure 15: Log sheet help function, flow meters (normal display).
Note, make sure that the units and number of digits are correct and match the
individual instrumentation onboard. You can tune units and number of digits for the
Counters. Press “Customize Display” button to customize. Some additional fields
related to units and digits become available for editing. Examples of displays during
customizing are shown in Figure 16 and Figure 17. Press “Normal Display” button
after tuning. Your settings will be saved.
The number of digits in the log sheet is required to be able to cover “roll over” of
various counters. The resulting consumption will be correctly calculated if the actual
counter reading is inserted also when the counter is starting from 0 again.
A calibration factor is available for the flow meters. This factor can be set up for each
flow meter to calibrate for known errors. Default value is 0 meaning that no
correction is made. To increase the readings, positive values should be entered, and to
decrease the readings, negative values should be entered. An example:
Reading Calibration factor

Flow meter in 100 5%
Flow meter out 80 -2%
Consumption = 100*1,05 – 80*0,98 = 105 – 78,4 = 26,6
It is the user’s choice to enter the values in the Power & fuel data sheet directly or to
use the log sheet. The values calculated by the log sheet will replace the numbers in
the Power & fuel data sheet.
For a new report, the counters from last report will be updated automatically.
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The first time the user enters the log sheet; two columns for “Last” and “Current”
readings are editable. In the following reports, the “Last” column readings will be
fixed as the values from the previous report.
Figure 16: Log sheet help function, Counters, customize display functions.
Figure 17: Log sheet help function, Flow meters (customize display).

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Re-setting of log sheet

If, for some reason, the counter settings are disrupted/corrupt in some way, the log
sheet function can be reset by simply inserting a value directly into the corresponding
field in the Power & fuel module. When the user enters the log sheet in that report or
the next report, the “Last” fields will become editable again for those rows where a
value has been inserted manually in the Pow&fuel tab from the preceding report.
Example:
If Aux engine 1 kWh counter is wrong do the following:
 Enter Pow&Fuel tab, insert the correct result (kWh produced since last report).
 Press log sheet button, the last value for aux eng 1 kWh counter has changed
colour and is now editable, please enter correct readings for last and current values.
You are able to do this for more fields in one go.
In order to keep the log sheet intact, a warning will appear if a user that normally uses
the log sheet for some reason enters a value in the power & fuel tab. This is the
normal procedure for resetting of the log sheet. But if this is done un-intentionally, the
log sheet will loose its connection/continuity in the next report.
Note
The log sheet does not support consumption of two fuel types in one fuel system in
the same report. If a report covers consumption of two fuel types, it is suggested to
either type in the consumption in the Pow&Fuel tab directly with the consequence
that the Log sheet is reset on these points, or to send two Performance Reports,
covering each of the periods where the two different fuel types have been used.
2.3.3.2 Cylinder oil consumption

Daily cylinder oil consumption should be reported in the Power & fuel module. To
open reporting form press button “Cyl. Oil cons...”. This reporting can be set as
mandatory for vessels with 2-stroke Main Engines.
The “Cyl. Oil cons…” button is marked with the red sign “!” if not filled in. Once the
necessary information is entered, the exclamation mark disappears. Example of
“Cylinder Oil Consumption” form is shown in Figure 18. Fields which are changed
since the last report have a yellow background. Default values for Oil code, Fuel
sulphur content, Density and Average temperature are copied from the previous
report. Please make sure to update these fields when conditions changes.
Fields “Actual Consumption, kg”, “Expected Consumption, kg”, “Diff, %” are

calculated automatically. Expected consumption is normally calculated based on
cylinder oil instruction for vessel. If vessel is reporting performance code <> 0,1,8 or
engine loads < 10% of MCR expected consumption is calculated based on the
reported fuel/diesel consumption for Main Engine. For Port reports “Expected”
cylinder oil consumption is always calculated based on consumption for ME.

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If some of these values cannot be calculated, the error message is showed in the
“Message” column. Since volume is converted to mass using mass density and
temperature, the temperature should be estimated as close to the actual volume
measurement as possible (flow meter at day tank).
There are three cylinder oil codes:

 Normal operation
 Running in of liners
 Special conditions
The code “Normal operation” is to be used when the cylinder oil lubrication is
according to the instructions. The code “Running in of liners” is rather self-
explanatory. The code “Special conditions” was added to cover situations where
special conditions exist for the cylinder oil dosage. This could be some special
temporary instructions that deviate from the cylinder lube oil instruction, for example.
Figure 18: Cylinder oil reporting window.
Measuring the daily cylinder oil consumption

It is not easy to measure the daily cylinder oil consumption. From the office, we
recommend to have a flow meter on the inlet of the day-tank and a level-gauge on the
day tank. If the flow-meter and the level-gauge are read at the same time around the
time of the usual performance readings, it is possible to calculate the consumption
reasonably accurate. If your vessel does not have this type of installation you should
try to develop your own best possible procedure to determine the daily cylinder oil
consumption as accurately as possible.
2.3.4 Filling in the Position module

In Figure 19 the main layout of the position module is shown. The module contains
information on current voyage, planned destination and operation of the vessel.
Available information from a previous Sea or Harbour report is automatically

transferred to the new report in order to reduce the manual input by the user.
Depending on the vessel setup, the layout of Figure 19 will change. For vessels with a
Waste Heat Recovery (WHR) system installed, the “Vessel Operation” menu will
present. For vessels without the WHR system onboard, this section will be grey.

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Input for the position module is mandatory for both the Sea report and the Harbour
report.
To illustrate the entered local date/time stamps a small sketch is shown in the position
module. This sketch displays the following timestamps converted into UTC time:
 Start of Sea Passage (= closing time latest Port Report)

 Closing time this report
 End of Sea Passage
 ETA Pilot station
 ETA next port (containers only)
Figure 19: Position module, view for a Sea Report.
Within the following data, the one in bold should always be entered:
1. Voyage number (The same for a complete Sea passage)

2. Position (at closing time of the present sea report or port report)
3. Remaining to End of Sea Passage
a. Time (hrs:min)
b. Distance (nm)
c. The calculated Buffer time is shown on the tab. Buffer time is calculated on
basis of time and distance remaining and speed in current report.
4. Destination
a. Harbour code and name ( Click or press Ctrl+F to display predefined
harbour list)
b. Estimated Time of Arrival at pilot station, local time
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c. Estimated time of arrival next port, local time. This field is for container
vessels only, and will not be displayed for other types of vessels. Default
value is taken from the schedule data if available.
d. Time zone (for next port)
e. The calculated time from End of Sea Passage to Pilot Station is shown on the
tab.
5. Voyage code (defines changes in plan)
a. By default Voyage code 1 is selected, if other voyage codes are applied, the
UTC time at change and observed distance since start of current sea report is
required.
b. For the first Sea Report after a port stay, only Voyage code 1 can be selected.
If a voyage change is introduced, the current sea report should be closed
followed by a new report with the e.g. changed ETA or routing.
6. Constrained Speed Zone (optional)
a. If the vessel operates in waters with constrained speed zone (e.g. pirate areas
or shallow water zones), this information should be given.
b. As the “Constrain” check box is marked, Start and End UTC time and
corresponding logged and observed distances since start of the current report
should be given.
7. Vessel Operation (Applies only to vessels with Waste Heat Recovery system)
a. It should be indicated if the vessel has planned to perform a constant power
voyage or a dual speed voyage.
b. If “constant power” is selected, this information will be transferred to the next
sea report. The operational mode (e.g. from constant power to dual speed) can
only be changed by issuing a new voyage code.
c. If “Dual Speed” is selected, the vessel is required to submit information on
their operational mode. This could either be 1. “10 % MCR Zone”, 2. “WHR
- Steam Limit Zone” or 3. “WHR - Power Turbine Zone”. If the operational
mode is changed, the UTC time at change and corresponding observed
distance since start of current sea report should be given.
d. For the first Sea Report after a port stay, the dual speed operational mode can
only be selected ones. If the operational mode is changed, the current sea
report should be closed and followed by a new report with the changed
operational mode.
8. Estimated time of arrival next port. This field is for container vessels only, and
will not be displayed for other types of vessels. Default value is taken from the
schedule data if available.
The Voyage code is used to describe if sailing is according to the plan at departure
last harbour. If any change in sailing plan is made, the voyage code should reflect this
change.
The remaining time and distance reported in the position module, is the time and
distance to the point where vessel expects to make its “End of Sea passage”, and not
the time distance to the pilot station. In the final Sea Report before arrival, the
remaining time and distance should be 0.
Note, the remaining time and distance to end of sea passage are used to estimate the
buffer time. The buffer time calculated in MSPS is the buffer time to “End of sea

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passage” and thus does not take the arrival slowdown, and slow steaming before
arrival at the pilot station into account.
To search for a harbour code, press Ctrl + F when you’re in the code / name field. If a
harbour code cannot be found, please report to the office and select the nearest known
harbour in MSPS harbour list. Use (TOVSUPERF@maersk.com)
For vessels with a Waste Heat Recovery (WHR) system installed, the voyage can
either be performed as a constant power voyage (generally above ~52% MCR) or as a
dual speed voyage. The dual speed voyage can be a combination of
1. X hours in the “10% MCR Zone” (zone 1) and Y hours in the “Steam Limit
Zone” (zone 2), i.e. with the WHR system in operation at zone 2.
or
2. X hours in the “Steam Limit Zone” (zone 2) and Y hours in the “Power
Turbine Zone” (zone 3), i.e. WHR system engaged for both zones.
Each of the dual speed zones are linked to an operational band of the main engine.
These are:
Zone 1: “10 % MCR Zone” below 15% MCR

Zone 2: “WHR - Steam Limit Zone” between 27% and 36% MCR
Zone 3: “WHR - Power Turbine Zone” between 48% and 52% MCR
It may also be beneficial to perform a constant power voyage with the WHR system
engaged in the operational range between 32% to 42% MCR.
A dual speed voyage is generally not beneficial below 15% MCR.
The above mentioned limits should be viewed as guidelines and may change slightly
depending on e.g. the installed system. Limits do not include environment loads.
Generally, it is recommended to use EcoVoyage to determine the must optimal

operational profile for a given voyage. EvoVoyage can also provide information on
the relation between main engine power and RPM.
2.3.5 Filling in the Bunkers module

This module is included in either a Harbour Report or an Other Report and should be
reported at every bunkering. The quantities to input to MSPS in the bunkers module is
the vessel's read off quantity. MSPS do not include information on the supplier's
quantity.
1. Enter Time finished bunkering. You may click the drop-down button to view
the calendar. (Note: Date and time is local time)
2. Input the amount of the various types of fuel, water or oil in the appropriate fields.

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Figure 20: Bunkers module view for a Port Report.
2.3.6 Filling in the ExhBoil module

In MSPS different input settings can be set up for the ExhBoil module. This module is
only relevant for vessels which have been given a special instruction to report
observations on the exhaust boiler. The inputs are:
1. Enter Gas inlet temperature deg. Cel.

2. Enter Gas outlet temperature deg. Cel.
3. Enter Main engine load kW (mandatory)
And either follow input:

4. Enter Gas pressure inlet boiler mmwg
5. Enter Gas pressure outlet economizer mmwg
6. Enter Gas pressure after boiler mmwg
If this format is set up dP LP / dP HP is automatically calculated from the above input
Or following:
7. Enter dP LP Section mmwg

8. Enter dP HP Section mmwg
If this format is used Gas pressure inlet boiler/economizer/after boiler is automatically

calculated.
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Figure 21: ExhBoil module for a Sea Report.
2.3.7 Filling in the Harbour module
The Harbour module covers the time from the End of a Sea Passage to the beginning
of a new Sea Passage. The Harbour module is required in a Port Report.

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Figure 22: Harbour module data sheet.

All timestamps are given in local time.
The data sheet includes the following data:
1. Port code/name (or canal definition), Press F4 for list or double click button in
field
2. End of sea passage (automatic taken as start of the report).
3. Pilot station arrival time and date
4. Pilot onboard time and date
5. All fast time and date (Alongside, last line secured, or for canal passages enter
time for entering canal)
6. Gangway ready, date/time. This is defined as when gangway is lowered and
properly secured at the quay and safety equipment is in place.
7. Cargo Commenced, date/time. This is defined as when 1st container is unlashed.
8. Cargo completed, date/time. This is defined as when last container is lashed.
9. Pilot onboard departure, date/time
10. Last line onboard, time and date (Departure , or for canal passages enter time
for exiting canal)
11. Pilot off time and date
12. Start of sea passage (Automatic taken as end of report).
13. Observed distance (Nm observed from “End of sea passage” to “All fast” and
from “Last line onboard” to “Start of sea passage”)
14. Logged distance (Nm logged from “End of sea passage” to “All fast” and from
“Last line onboard” to “Start of sea passage”)
15. Logged distance from Tugs (No of tugs used in and out)
16. SW Temp (Average Sea water temperature)

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It is mandatory to fill in All fast and Last line onboard for all vessels. For containers
all time stamps must be filled in.
2.3.7.1 Canal Passages
A canal passage should be reported as a Harbour Report. The canal codes are reported
as harbour codes and can all be found in the harbour list. The fields “All fast” and
“Last line onboard” are required for reporting of canal passages, please input time for
respectively entering, and leaving the canal. All consumption data can be entered in
the last consumption period (“Last line onboard” to “Start of sea passage”)
For canal passages, the sum of miles can be reported in the period “Last line onboard”
to “Start of sea passage”.
Filling in the Stock module is obligatory in a Port report, also for a canal passage.
2.3.7.2 Waiting periods at sea
Waiting periods of less than 24 hours are parts of an ordinary sea reporting period.
The waiting time can be seen from a reduced number of main engine operational
hours.
For longer periods, please send a harbour report monthly, stating harbour code ATS
(at sea). Arrival time is to be set as start of period, and departure time is to be set as
end of period. Running hours and consumption for the period are reported in the
Power & Fuel tab in the period “Last line onboard” to “Start of sea passage”. Position
tab is to be included with voyage code “8: Waiting”.
Filling in the Stock module is obligatory in a Port report, also when waiting at sea.
2.3.8 Filling in the Losses module

A Losses module can be included in all three Report types: Sea, Harbour and Other.
A loss is defined as:
 Oil lost due to leakages in the machinery or related systems

 Oil that has to be changed because of contamination
 If an oil type is transferred to another system than the one originally planned.
A loss must be reported with reason code in the Losses module together with the next
Sea or Harbour Report. Several losses may be reported at one time.

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The losses will be considered in stock at the end of the period in which the Time of
lost was entered.
The data sheet for the Losses module is shown in Figure 23.
Figure 23: Losses data sheet
1. Enter Time at loss. (Local time)

2. Enter Quantity. (kg for all oil types)
3. Enter Prefix for Reason code
4. Enter Reason code
5. Enter Liquid code
6. Enter Transferred to (Liquid code)
7. Enter Description of loss
Prefix for reason codes:
: Blank – for transferring of oil (in combination with reason code 28)
D: Discharge to shore
F: Discharge to fuel tank
S: Discharge to sludge tank
T: Should be used for following reason codes
Renewal of camshaft oil (code 25)
Consumption stern tube seals (code 40)
Topping up stern tube (code 41)
Topping up camshaft oil (code 42)

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Note that if oil is transferred to other types (reason code 28), the prefix should be left
blank.
For vessels with blending-on-board systems for cylinder oil, transfer of ME system oil
to blending unit should be reported as a loss, with code D 50. In addition to this
transaction a bunkering of same amount cylinder oil should be done in the Bunker
section, so in and outgoing quantities match.
Sludge landings are reported as code D99, using the separate liquid code H13.
2.3.9 Filling in the Off-Service module

This module can be included in any of the 3 report types (Other, Harbour or Sea).
Both “Technical off-service” and “Operational off-service” can be reported in this

form, and several off service incidents can be entered in the same report.
For details on Technical off-service, please consult procedure 1616 in GSMS.
For details on Operational off-service, please consult procedure 7707 in GSMS.

(Mandatory for container vessels)
Following fields must be entered

1. Reason code.
2. Object code.
3. Start Date (local)
4. End Date (local)
5. Time loss
6. Short description
7. Further info if found appropriate
8. Harbour (for Operational off service only)
9. Estimated consumption during off service (for Technical off service only)
NOTE: the time loss of an off-service module should be reported as the effective time
loss. If, for example, the off-service is due to a required speed reduction, the time loss
should be calculated as the actual time for the voyage minus the originally estimated
time for the voyage.
For docking and yard-stay there are special requirements for performance reporting. A
dry-docking and corresponding deviation (or a harbour stay only for repair) must be
reported as off-service because the vessel is not available for providing service for the
profit centre.
The performance system will forward off-service information to the assigned

superintendents when an off service report is received in the office.
Off service codes are split into following groups:

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Reason Object
Code Code
Technical off service: < 500 < 8000
Operational off service: > 500 > 8000
Figure 24: View of an OffService module in the Sea Report.
2.3.10 Filling in the Stock module

This module can be included in any of the report types (Other, Port or Sea). It is
obligatory to fill it in a Port Report
For lubrication oil stock:

1. Enter Time for stocktaking. You may click the drop-down button to view the
calendar. (Date and time is local time)
2. Fill in the relevant fields.
For fuel oil stock in a harbour report:

The stock estimate is shown in grey colour. Press “Accept estimated stock” button to
get the data accepted. Once accepted, the stock figures are black and can be changed.
When estimate is accepted, another button activates: “Re-estimated stock”. Pushing
this button allows updating of the estimate of stock. This is used if, e.g. bunkers or
losses are entered with a date before the “All fast” timestamp. It also allows updating
the stock if consumption readings were corrected. If changes are introduced to
consumption, bunkers or losses with a date before “All fast”, then the re-estimate of
the stock must be updated in the appropriate order. First, the stock at “All fast” and

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then the one at “Last line” need to be re-estimated. Please note that buttons will not be
active until date is filled in the harbour module.
The stock at departure (Last line onboard) is estimated after the consumption for the
period All fast till Last line has been entered.
Figure 25: Stock module for a Port Report.

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Figure 26: Stock module for a Port Report. Re-estimate button is circled in red.
Figure 27: Stock module for a Sea Report or Other Report.

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From report data handling point reasons, it is most desired to have the stock take date
in Sea Reports at closing of the report. Therefore, please, if reporting stock in a Sea
Report, read the stock at closing time for a Sea Report.
For the lube oil there is only one stock aligned to the end of the corresponding port
report period. E.g. if the stock take date appears to be between the All fast and the
Last line onboard, the stock is aligned to the end of the second period, i.e. the Last
line onboard.
The sludge information is included under fuel stocks, as the majority is assumed to
origin from fuel oil. The Sludge stock should include the contents of Sludge and
waste oil tanks. It is important to ensure the MSPS reporting corresponds to the
reporting in the oil record book, taking into account the oil record book is in M3, but
MSPS is in tons.
2.3.10.1 Guidelines, Registration of oil on-board
There are different reporting procedures for fuel and lubrication oil stocks.
Fuel oil stock must be reported at arrival and departure at each port call. The
estimated stock (calculated based on reported consumption, losses and bunkers) is
given as default value in order to visualize possible errors. The calculated values can
be used if seen as correct by crew, to accept same the calculated stock, press accept
below given data (calculated stock will only be visible after entering consumption
data). All fuel stock must be included, also settling and service tank.
Lubrication oil must be reported between 10 days before the end, and 5 days after
beginning of each month in the stock module. The stock module should be included in
the next MSPS Report. If the next MSPS Report is not sent within given interval, the
stock has to be sent separately in an “others” report. The soundings and checks are to
be carried out by a responsible engineer during a harbour stay and under conditions
where the results will be accurate and not influenced by unfavourable conditions.
Factors such as vessel trim must be taken into account when calculating stocks to
avoid figures indicating stock increase without bunkering.
Definition of Consumption and Loss
Consumption
Oil which under normal conditions is used in the machinery or under normal
conditions is lost in other related systems
Loss
Oil lost due to leakages in the machinery or related systems.
Oil that has to be changed because of sudden contamination.
If an oil type is transferred to another system than the originally planned.

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2.3.10.2 Purpose
The reporting of fuel and lubrication oil on-board gives information for the office on
stock and consumption of fuel and lubrication oils. The consumption, bunkers and
losses are reported in the Power & fuel, bunkers and losses modules. The reporting
ensures:
 Reporting of stock on-board
 Making of oil account
 Prognosis for stock
2.3.10.3 Fuel oil

All Harbour Reports must include both the harbour module and the fuel stock module.
The stock reporting must be given for the timestamp “all fast” as well as for the
timestamp “last line”. These stocks must be gauged. If the ship is equipped with
remote sounding instrument these can normally be used. Actual sounding should,
however, be carried out regularly (at least once per month).
There might be a difference between consumption and decrease in stocks,

corresponding to the water contents and solid impurities in the fuel.
An assessment of vessel fuel consumption system layout should be made, possible

drains should be located and influence on measured fuel consumption assessed.
Examples on pitfalls could be, an automatic fine filter in line to main engines, placed
after flow meter, the drain from this filter could go to HFO drain tank or settling tank,
but the drain amount is not consumed by the main engine. Some engines are equipped
with HFO drain tanks which are being emptied to settling tank automatically, the oil
passing through here is as well not a part of the consumption, but measured by the
flow meter.
Other circumstantial factors, such as water contents in HFO should not be subtracted.
We recommend verifying/calibrating flow meters quarterly. E.g. by changing

separators to circulate on settling tank, while comparing flow meter consumption with
amount used on the service tank. The comparison can be done hourly for 3-4 hours to
minimize possibility for errors during the test.
2.3.10.4 Main Engine System Oil

Spare stock and stock in sump to be checked and reported. The sounding of the Main
Engine system sump-tank is to be taken before vessel departure with stopped lube oil
pumps. Care should be taken to include the effects of vessel trim.
Note: camshaft oil and stern-tube oil in use not to be included in the report.

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2.3.10.5 Camshaft oil

Oil in use should not be included in the Stock module. Topping up of the system is
reported in the Losses module every month.
2.3.10.6 Sterntube oil

Oil in use should not be reported in the stock module. Topping up of the system is to
be reported in the losses module every month.
2.3.10.7 Stern tube seals

Oil in use should not be reported in the stock module. Topping up of the stern tube
seals have to be reported in the losses module every month.
NOTE: Monthly reporting of topping up of camshaft oil, stern tube oil and stern tube
seal oil may be reported at the end of each month. However, in this case each topping
up must be reported in a separate other report including a Losses module.
2.3.10.8 Cylinder oil

Stock to be reported according to the guidelines.
2.3.10.9 Auxiliary Engine Oil

Stock to be reported according to guidelines, oil used by system is not to be included.
2.3.10.10 Turbo-, Hydraulic- and Other oils

Spare stock to be checked and reported as described in guidelines. Oil in use in the
systems is not to be included.
2.3.11 Filling in the Diesel module

The Diesel module in MSPS is designed to cover both main diesel engines and
auxiliary diesel engines in the same manner. The upper right corner shows a drop
down list of the available engines for the vessel. The user must select the engine for
which he is to do the reporting.
The input form has three tabs, a General form, one for Turbocharger and one for the
cylinder data, as shown in Figure 28, Figure 29and Figure 30.
On basis of the data from the Diesel module, an engine analysis can be made where
measured and calculated values are corrected to standard data. The Diesel module is
used for performance test (main engine), and auxiliary engine test.
2.3.11.1 Performance test for main engine
A Diesel module for the Main Engine is a part of a complete “Performance” test and
covers two purposes:
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1) A speed/performance test to have a good and reliable measurement of the

combined condition of the hull and propeller.
2) A consumption test to have a good and reliable measurement of the main engine
performance or condition.
It is recommended to perform a Performance test at least once every month.
Diesel module for Auxiliary engines
The purpose of the Diesel module for auxiliary engines is to improve overall
performance of the operation, and to provide information of engine condition by
comparison between engines of the same type. It is therefore required to perform
auxiliary engine observations at a constant high engine load, 75% load or higher.
Intervals of reporting:
Main Engine: The Diesel module including cylinder information should be sent on a
monthly basis.
Aux. engines: A Diesel report for each auxiliary engine should be prepared and sent
to the office at every check of fuel valves or at maximum intervals of 1500 running
hours.
Some fields are mandatory, and some are optional. But optional in the way that you
need to place a comment when you don’t fill in a value (Broken thermometer /
manometer i.e.). Some figures will mean that the module has no value if they are
missing, and therefore they are mandatory (power and revolutions, and preferably fuel
consumption)

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Figure 28: Diesel module data sheet, general tab.
Figure 29: Diesel module data sheet, turbo charger tab.

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Figure 30 Diesel module data sheet, cylinder data.

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Diesel module detailed description
Engine Select engine for test report

RUNNING HOURS
Running hours of engine in observation period.
FOR TEST:
Main Engine, Ships with torsiometer: Always torsiometer KW. Ships
without torsiometer: Calculated KW.
POWER:
Auxiliary engine: Generator load in kW. Please do not correct power
reading for power loss in generator.
RPM.: Average rev. per minute during observation period.
The consumption of fuel oil during the observation period. If the ship
has a flow meter after main engine, the mass flow through this meter
has to be deducted from the flow running through the flow meter before
FUEL Cons (mt): the main engine to obtain the consumption of fuel oil. The consumption
is found by subtraction of the second column from the first. The bottom
of data sheet also indicates the way the proper corrections are made to
find the correct consumption. Needed for Main engine tests
CALORIFIC VALUE: Lower calorific value of the fuel oil.
Calculated Carbon Aromatic Index, a figure describing combustion
CCAI
properties of the fuel oil.
SCAV. AIR TEMP.: Temperature in scavenging air receiver (°C).
SCAV. AIR PRESS.: Scavenging air pressure in bar (1 bar = 750 mmHg).
FW WATER TEMP.:
Fresh water cooling water temperature at air cooler inlet °C.
BEF. AIR COOLER
SW WATER TEMP.:
Sea water cooling water temperature at air cooler inlet °C.
BEF. AIR COOLER
LUB. OIL Estimated lubrication oil consumption. To be stated in litre/24 running
CONSUMPTION: hours.
AIR TEMP INLET: Average air temperature before turbochargers.
BAROMETRIC:
In mBar.
PRESSURE
EXH. PRESS. BEFORE
Pressure in exhaust receiver. Stated in bar.
TC'S:
EXH. PRESS. AFTER
To be stated in mmWG.
TC'S:
TOTAL RUN HOURS: State total running hours since newbuilding.
Should be selected if a turbo charger is taken out of operation. Will
TC Cut-Out automatically be selected/deselected if change is made in the
Power&Fuel section.
TURBO CHARGER HEADER
RPM Average number of TC revolutions/min.

PRESS. DROP AIR
Indicated in mmWG.
FILTER:
PRESS DROP AIR
Indicated in mmWG.
COOLER:
EXH.TEMP BEFORE
Exhaust temperature measured at turbine inlet (°C).
TURBOCHARGER:
EXH.TEMP. AFTER
Exhaust temperature measured at turbine outlet (°C).
TURBOCHARGER:
AIR TEMP. AFTER
Air temperature measured after compressor (°C).
COMPRESSOR:

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AIR TEMP. AFTER

Air temperature measured after cooler (°C).
COOLER:
FRESH WATER
Cooling water (fresh water) temperature at scavenging air cooler outlet
TEMP. AFTER AIR
(°C).
COOLER:
SEA WATER TEMP. Cooling water (sea water) temperature at scavenging air cooler outlet
AFTER AIR COOLER: (°C).
CYLINDER HEADER
INDICATED MEAN
Only mandatory for Main engine, given in Bar.
PRESSURE:
MAX. PRESSURE: Max. Cylinder Pressure in bar.
COMPRESSION
Analogous to "MAX. PRESSURE".
PRESSURE:
EXH. TEMP. Exhaust temperatures measured after the individual cylinders.
FO PUMP INDEX Index of the individual fuel pump.
MAX PRESS INDEX Index of VIT/Mac press system
COOLING OIL
Temperature of piston cooling oil given in °C
OUTLET TEMP.
2.3.12 Filling in the Cargo operation module (Tankers only)

The Cargo operation module is a module that reports energy consumption used for
cargo operation. This includes the following actions:
 Cargo heating
 Use of cargo pumps
 Inert gas
 Other auxiliary engines
Cargo operation module should only be used for tankers.
There are three tables on Cargo tab as shown in Figure 31:

1. Hours
2. Consumption table
3. Temperatures table
In the Cargo tab as shown in Figure 31 the ships load figure (tonnes) has to be given.
This value is calculated by crew after loading operations and is the actual amount
carried during the voyage.

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Figure 31: Cargo module data sheet.
Number of cargo pumps in the hours table is as specified in ship the model.
If “Cargo heating (Hours)” has been specified then the following fields become
mandatory:
1. Water on deck (Hours)
2. Average Sea temperature
3. Average Air temperature
4. Cargo temperature, start of period
5. Cargo temperature, end of period
Others fields are optional.
If consumption is specified in the “Cargo module” some information is transferred to

the “Power & Fuel” module.
If consumptions are specified for “Inert gas plant” and “Other auxiliary engines”
in the Cargo module then the corresponding consumptions become specified in the
“Oil Consumers” table in the “Power & Fuel” module.
2.4 General functionalities for all modules
This section describes the general functionalities for all report types.
2.4.1 Validation of data
For all the report modules a general “validation column” and a corresponding
“comments column is shown at the bottom of the screen.
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Validation column Comment column
Figure 32: General view of a report window with validation column and a corresponding
comments column marked.
The data in a Performance Report are automatically validated each time you save the
report by clicking the OK button or when clicking the Validate button. It is possible
to save the report temporarily without validating it by clicking Save (no validation).
The validations are divided into 3 categories:
Error: Triggers if a logical error exists or some values are beyond their
limits. You will not be able to send the report before the error is
corrected.
Warning: Triggers if some values are outside the normal operation range.
Some warnings require an explanation or a comment and in that
case the warning icon is shown on a red background. You will have
to enter the comment in the field next to the warning, the second
column of the validation area.
Notification: Triggers in 3 different cases. If report period is wrong, and there is

a gap or overlap in the reporting period you will see this symbol.
You then need to check and correct the period. Also if report type
has been change you will see this symbol and you need to validate
the report again. Finally this notification can also occur if there is a
problem with the setup of a validation. In this case the warning will
say system error and you should notify
TOVSUPERF@maersk.com to have this checked and corrected.
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The validation column will show all warnings and errors generated by the validation
rules that are set-up for the ship type. The comment column is for relevant onboard
user comments. Comments are not always mandatory, but can be helpful for the
communication with the technical operation in the office. The comment from the
previous report will be copied if the same validation rule triggers again, but can off
course always be changed or overwritten if there is new information/reasons. Selected
Warnings/Comments are daily distributed to the assigned technical operation /
superintendents in the office.
The warnings and triggers in MSPS have two purposes, first and most important
purpose is to "catch" obvious errors in the entered figures and detect unexpected
values. This is done by checking input values against model values and reasonable
limits.
Second purpose is to improve communication between vessel and office. For

example, the "speeding" reminder appears if the vessel speed exceeds the average
calculated speed required to reach the ETA. If a buffer time exceeds a predefined
limit, vessel management, operation centres or profit centre will be notified. However,
if they can see your remark in MSPS (which could be: expecting counter current, bad
weather, shallow water etc.) they can immediately see that you are on top of the
situation and it is a part of your voyage planning. In many cases, the warning and
corresponding remark from vessel side will save a lot of communication vessel-office
and the office receives your response immediately.
A notification/warning/trigger in MSPS is not always a bad thing and should not be

avoided if the numbers reflect the actual situation (the system needs the correct
numbers). If there is a logical explanation, just give the remark and continue and no
further action is required from either vessel or office.
2.4.1.1 Trim validation in MSPS.
For vessels where Trim Optimization tests have been carried out, each sea report will
be validated against the trim test results.
If the validation finds that it is possible to change the vessels trim, and thereby save
fuel, a warning will be triggered, and the Trim Optimizer will be shown.

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Figure 33 View of the Trim Optimizer.
The trim optimizer will start with the present condition selected; allowing the user to
see directly where to aim with regards to trimming the vessel, and validate if a change
to draught and/or trim should be made.
MSPS will determine if power savings are possible, within some preset parameters
like maximum draught and trim change, and a minimum required saving potential.
This is a very basic check, and of cause will not be able to take any constraints the
vessels might experience (max. draught during voyage, stress on hull etc.) into
consideration, wherefore you are requested to give a comment, if it’s deemed that it’s
not possible during the current conditions, to optimize the trim.
The validation will only trigger once, provided that no large changes in draught, trim
or speed is made in the following Sea Reports.
2.4.1.2 Speed Percent validation
In our continued effort to ensure high reporting quality, Speed percent validation has
also been introduced in the MSPS program.
The intention with this validation is to catch obvious mistakes in the data which
violate the laws of physics. This warning will trigger if the calculated speed percent
for the daily report deviates too much from the expected value.

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Limit
Expected
Limit
Figure 34: Speed percent plotted as function of time.
If warning has trigged you should evaluate the data you have entered. Most important
parameters to check are following:
- Reported average weather (sea and wind) for the report period
- Reported Main Engine power
- Reported draught
- Reported Observed distance
- Correct Performance code used
2.4.2 Summary Sheet

The summary sheet will show some of entered data in a performance report. This
function is able to show the contents of all report tabs in one to two pages, depending
on information entered. Examples of a summary sheet for a sea and harbour report are
shown next.

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Figure 35: View of the Summary sheet. Sea report – part one

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Figure 36: View of the Summary sheet. Sea report – part two.

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Figure 37: View of the Summary sheet. Harbour report.
2.4.3 Remaining on board (R.O.B.)

A function in MSPS is the R.O.B. (Remaining On Board)

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The purpose of the R.O.B. is to assist in the stock assessment. The R.O.B. will show
the calculated stock for fuel and lubrication oil.
The fuel oil stocks are calculated as:

ROB = “Last stock” – “sum of reported consumption” – “losses” + “bunkers”
The values for “sum of reported consumption”, “losses” and “bunkers” are taken
since last stock taking.
Estimated lube oil stocks are calculated as a function of running hours. For ME sys oil
the consumption per main engine hour the previous 12 months is extrapolated (losses
not included). For Auxiliary engines the consumption per Aux engine running hour is
used etc.
Figure 38: View of the R.O.B..
The Remaining On Board estimates are calculated per closing time report if all data
has been entered. If you are working with an open, still unsend report, evaluation date
will depend on how much data has been entered at the time you use the Reaming On
Board calculation. Evaluation date (UTC time) is displayed at the top in both R.O.B
and Extended R.O.B screens.

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Both R.O.B. windows have an included print functionality, utilizing the standard
printer on standard settings only.

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2.5 Send a Performance Report

Once you have finalised the report you must validate and send it to the office. You
will only be able to send reports without errors. If errors occur during validation of
report, please correct and validate again.
2.5.1 Save report without validation
Typically more users are filling in data in the daily performance report, and all data
will not be available when first user wants to save the report. Therefore it is possible
to save the report temporarily without validating it. This way user will not see any
validations yet.
2.5.2 Save report with validation

When final data has been added the report needs to be validated before it can be send.
1. Click the Send report button and this dialogue appears:
2. Select the report(s) you want to send and click the Send button.
3. If you need to resend a report (on request from the office) then click on the Not
confirmed reports tab, select the reports/packages to resend and click the Send
button.
The report(s) will now be saved in a data file ready for automatic transmission by the
mail system.

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Not confirmed reports
Reports are considered “Not confirmed” until a confirmation is received from the
office. This confirmation is produced on a daily basis when reports are received.
2.6 Change a Performance Report

If you discover that one or more values in the report must be changed, you can change
the data as follows.
1. Highlight the Report in the list

2. Click the Edit button or double click on the report.
3. Make the required changes
4. Save the report by clicking OK
5. If the report was already send before you made the change, you will have to send
it again, see section 2.5 above.
2.7 Delete a Performance Report

Normally you should not or do not delete a Report, but if you need to do so, you can
do it as follows:
1. Highlight the Report in the list

2. Click the Delete button
3. Information about the deleted report will be automatically included in the next
package sent to the office.
2.8 File menu

The file menu of the ship installation of MSPS contains the following menu items:
 Options
 Check Mail
 Send Report
 Send Synchronisation request
 Apply Backup
 Exit
2.8.1 Options
The options menu will display the set-up of mail and back-up folders. Two tabs exist;
Folders and Mail. The Folders tab specifies the In and Out folders for the mail
systems and the back-up folders for server and workstation. The Mail tab specifies the
mail address where reports should go to and header/footer of embedded files.
Normally, the user should not modify these options.
2.8.2 Check Mail

A normal action by the user when opening MSPS would be to check for new
incoming mail by using this option. The function is the same as pressing the
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symbol on the MSPS toolbar. Especially, it is required to use the “Check mail”
option to receive a “sync reply” from the office.
During normal operation, MSPS automatically triggers the “Check mail” option after
a report has been sent to the office.
2.8.3 Send Report

Used when a report is to be sent to the office, or if some previous “not confirmed
report” is required to be sent after request from the office.
2.8.4 Send synchronization request

When MSPS is installed on-board a vessel the first action of the user will be to send a
synchronization request. This is required to have the database on-board synchronized
with the office database. After the “Send synchronization request” the office will
receive this message and send a synchronization reply back to the vessel. After
sending a synchronization request to the office, the vessel will receive a notification
by email when reply has been sent from the office. The vessel must use the “check
mail” option in MSPS to receive the synchronization reply. After this, the vessel is
ready to start reporting using MSPS.
2.8.5 Apply Backup

On request a backup from office can be obtained. This backup will contain all
historical performance reports from the vessel.
 The vessel must synchronize with office database after applying backup.
 Receive the requested backup file from office (email or CD).
 Restore the backup by pressing “apply backup”
2.8.6 Exit
The program terminates
2.9 Help Menu

This will start the help file for MSPS which is a normal windows help utility. The
help utility is the same as the written manual. The help functionality is also available
directly from the various tabs just by pressing F1.

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3 Installation guide
3.1 Installing Maersk Ship Performance System (MSPS) on a vessel

MSPS should normally be installed on the vessel server and at least on one
workstation. MSPS will install a database on the vessel server and the user interface
will work on vessel workstations when it is installed. It can also be installed as a
standalone application for ships without a Maersk standard network client/server
network.
The installation program thus allows the following installations:
 The vessels Server

 A workstation on the vessel network, linked to the vessel server
 Standalone (not supported in this installation guide, pls contact
TOVSUPERF@maersk.com for assistance)
The install program will usually reach the vessel via a CD and the install program will
lie in the root of this CD with the naming convention:
“VPMS X.X. Installer.exe
where the X.X.XX is a version number. If the exe code for some reason reaches the
vessel by other media, then the install program can be copied to any directory and
executed from there.
This installer should be used on the workstations and will uninstall old versions and
install all the components needed for this version of MSPS.
For vessels already having MSPS installed, the database on the server will
automatically be upgraded via the daily update packages from the office so no further
action is required for the server. Only the workstations need to be upgraded.
For debug purpose you will also find separate installers for all the programs in the
Vessel Performance Management Service suite on the CD:
MSPSSETUPvX.Xexe
AnalysisModule –vx.x.msi
VPOA x.x. exes
EcoVoyage.
The MSPS program will run on Windows XP and newer.

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3.1.1 Installing a new version versus upgrading existing MSPS installations.

Two situations can exist, MSPS is installed for the first time and MSPS is already
installed in an earlier version on the vessel. If it is a first time installation, the
installation should be straight forward.
If MSPS has been installed on the vessel before, it is required to un-install MSPS on
all machines (server and workstations) before installing the new version. You un-
install MSPS by opening the control panel, add/remove programs, select MSPS and
press the add/remove button.
Note: the MSPS database will not be affected by un-installing MSPS.
Also note, DO NOT OVERWRITE THE EXISTING DATABASE when installing

MSPS on the server.
After installation of a new version, it is required to send a “Sync request” to the

office. This request is found under the “File” menu after a new installation.
3.1.2 Set-up of APM Maillink program

Before MSPS can send and receive e-mails form the office, it is required to set-up the
APM mail link program on the workstation.
1. Start the APM mail link program:
2. Select Options/file Handling/Files to be sent.
3. The new MSPS file types need to be included in the file list, so click “Add New”:

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The following dialogue appears:
4. Set the directory of the automail, e:\automail.

5. Define the File Mask which is the name convention for files sent to the office by
MSPS: The “MSPSO*.DAT” means MSPS sends to the Office
6. Define the office performance system mailbox as receiver: “CPHPERFMON”.
7. Select the file type Binary
8. Click OK to continue

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Now the files to be received from the office must be defined.
9. Select Options/File Handling/Received Files:
10. Add a new file type

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11. Define the File Mask and directory as shown above
12. Press OK twice to save the settings
Now the Maillink program is able to send and receive MSPS mail to/from the office.
3.1.3 Installing: Networked version

MSPS must be installed both on the Server - running as a database server - and on the
workstations.
Server installation:
Either Microsoft SQL Server Desktop Engine (MSDE) or SQLExpress 2005/2008

should be installed on the server before you start the MSPS server installation.
1. Run the program from the installer CD: d:\MSPSSetupX.X.XX.exe, and the
following dialogue appears, select the server installation:
The install program can be started by double clicking the EXE file from the windows
explorer or by selecting the exe file from windows Start/run.

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2. Select “Server” and Click Next to continue.
3. Only select “Install Fresh Database (otherwise existent DB will be upgraded)” if it

is a first time installation. For upgrades leave this box unchecked.
4. If the Database directory does not point to E:\MSPS\DATA, please change this.
Note: If MSPS has been installed before, it should not be required to perform a re-
installation of the database. However, if the database for some reason has crashed, it
will be necessary to install a fresh one. You should NEVER try to install a fresh
database unless you have been advised to do so by the office.
5. Click Next to continue
If the MSPS Database already exists, and you have selected to “Install Fresh
Database” (after agreement with the office), you will be prompted if you wish to
overwrite:

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6. Click OK if you wish to overwrite the existing Database. This should only be
done after agreement with office.
The system installs itself and the result should look like this:
7. Click Finish to finish the server installation.
The server installation does nothing else than create/upgrade the DB on the server.

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Workstation Installation:
Prerequisites: With this version of MSPS it is necessary to install MSPS Analysis

Module in order to support all calculation functions.
We recommend that you run the VPMS x.x Installer.exe when you install on the
workstations. This installer will uninstall old version of the program and install new
version including the required prerequisites.
In some cases it could be necessary to install MSPS separately on the workstation. In

theses cases you must manually uninstall MSPS program via Start -> Control Panel ->
Add/Remove programs first.
1. Run the program from the installer CD: d:\MSPSSetupX.X.XX.exe, and the
above dialogue appears.
2. Select the Workstation installation and click Next to continue
3. Click Next to continue

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The default install directory is c:\program files\MSPS.
The workstation will automatically find the MSPS Database on the server. The
database directory is obsolete for the workstation installation.
Note that the MSPS Database cannot be overwritten in this situation since it is the
server installation that controls the Database.
Do NOT select the option “install application for citrix” (only used for remote
connection office end)
Installation should happen and the final screen should appear:
4. Click Finish to finish the installation.
A MSPS icon should appear on the workstation desktop and MSPS should appear in
the list of available programs.
3.2 Setting up MSPS
The first time you start MSPS after a new database has been installed you must
configure the system as outlined below.
Start MSPS by double clicking on desktop icon or by selecting it from the programs
list.
3.2.1 Define the vessel

After starting MSPS:

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1. Insert the IMO number of your ship

2. Press “Next” to continue
3. Enter name, ship type and email and press next
4. Press “OK” to finish.

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The user interface of MSPS should look as above. Now, for MSPS to get up and
running it is required to send a “start” message from the vessel to the office. This is
done by sending a synchronisation request from menu File\send sync request:
A mail should now exist in the e:\automail out directory from MSPS with the name
“MSPSO~xxxx”. The next time the vessel sends an e-mail to the office, this
“synchronisation request” will reach the office MSPS installation and a reply for the

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vessel will be prepared. When this reply reaches the vessel, it is possible to start
reporting.
By now MSPS should be able to run and reference is made to the User Guide which
explains the background for MSPS and perhaps more important, how to use it.

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4 Instructions for Torsionmeter (MAIHAK)

Two procedures for obtaining the best possible readings of the produced power have
been developed by the Technical Organisation. One procedure for vessels of the L-
type and one procedure for vessels of the S/C/A type.
Note that the procedure for L-type actually is the procedure for the MAIHAK MDS
820. If your vessel is equipped with this type, please use this procedure.

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4.1 Procedure for L-type vessels (or vessels with MAIHAK MDS 820)
PREPARING TORSIONMETER (MAIHAK MDS 820)

Usually the torsion meter is set to start a new average measurement every hour. To change the set-up,
the torsion meter must be programmed to “measurement with integration” (Operating mode 2)
- Turn the key from “run” to “set” position, and wait for “0” in the display
- Press 1 * 2 *
- Turn key back to “run” (Note: Remember the * after every line)
This is a one time adjustment, and normally only necessary to enter again after check of Zero-point
ADJUSTING TORSIONMETER FOR DAILY READINGS

When key changes position from “run” to “set”, all values will be lost. A new calculation will
commence when key is turned back to “run” position.
- Press 4 * and enter current time onboard (4 digits) *
- Press 5 * and enter the start time for the period (e.g. 0950) *
- Press 6 * and enter duration of the period (e.g. 24 hrs) *
- Turn back the key to “run” position
The torsion meter is now set-up to measure the average power from 09.50 to 09.50 next day (for those
situations when ships clock has not been adjusted). Average figures must be read before 09.50 next day
(e.g. 09.45) as the data will be saved in the MAIHAK receiver after 09.50, and a new calculation for
next period will commence. No need for further action as long as duration of future periods is 24 hrs.
DAILY READINGS AT SEA (DURATION OF PERIOD 23 HRS OR LESS)

(Assuming MAIHAK was set-up the day before!)
- Read the average value at 09.45

- Press 4 * and enter new current time onboard (4 digits) *
- Press 5 * and enter 0950 *
MEASURING AVERAGE POWER FROM 25 TO 36 HRS (+/- SEAPASSAGE)

The MAIHAK torsion meter is not able to calculate the average value for more than 24 hrs, wherefore
some extra work is necessary. Example: Duration of period = 31 hrs
- Switch from “P” to “Pxh” on pinswitch located below the keypad, and wait for app. 20 sec.
- Write down bottom value at the display (the “average” field) (example = 880.8)
- Switch back from “Pxh” to “P” and wait for app. 20 sec.
- Write down bottom value at the display (the “average” field) (Example = 41.23)
- Press 4 * and enter the new current time onboard (4 digits) *
- Turn back the key to “ run” position
Calculation: (41.23 x 1000 x (31-24) + (880.8 x 1000))/31 = 37722,9 KW (as an average during past 31
hrs)
A very exact measure for the average power produced by the main engine through out the past 31 hrs
can now be reported, and used for further calculation in engineers logbook.

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4.2 Procedure for S/C/A vessels
PREPARING TORSIONMETER (MAIHAK)

Usually the torsion meter is set to start a new average measurement every hour. To change the set-up,
the torsion meter must be programmed to “measurement with integration” (Operating mode 2)
- Press 1 * 2 *
- Turn key back to “run” (Note: Remember the * after every line)
This is a one time adjustment, and normally only necessary to enter again after check of Zero-point
ADJUSTING TORSIONMETER FOR DAILY READINGS

When key changes position from “run” to “set”, all values will be lost. A new calculation will
commence when key is turned back to “run” position.
- Press 4 * and enter current time onboard (4 digits) *
- Press 5 * and enter the start time for the period (e.g. 0950) *
- Press 6 * and enter duration of the period (e.g. 24 hrs) *
The torsion meter is now set-up to measure the average power from 09.50 to 09.50 next day (for those
situations when ships clock has not been adjusted). Average figures must be read before 09.50 next day
(e.g. 09.45) as the data will be saved in the MAIHAK receiver after 09.50, and a new calculation for
next period will commence. No need for further action as long as duration of future periods is 24 hrs.
DAILY READINGS AT SEA (DURATION OF PERIOD 23 HRS OR LESS)

(Assuming MAIHAK was set-up the day before!)
- Read the average value at 09.45
- Press 4 * and enter new current time onboard (4 digits) *
- Press 5 * and enter 0950 *
MEASURING AVERAGE POWER FROM 25 TO 36 HRS (+/- SEAPASSAGE)

The MAIHAK torsion meter is not able to calculate the average value for more than 24 hrs, wherefore
some extra work is necessary. Example: Duration of period = 31 hrs
(S/C/A class vessels only: BLOCK INPUT on tag 2200410ST)
- Switch from “P” to “Pxh” on pinswitch located below the keypad, and wait for app. 20 sec.
- Write down bottom value at the display (the “average” field) (example = 880.8)
- Switch back from “Pxh” to “P” and wait for app. 20 sec.
- Write down bottom value at the display (the “average” field) (Example = 41.23)
- Press 4 * and enter the new current time onboard (4 digits) *
- Turn back the key to “ run” position
(S/C/A class vessels only: DEBLOCK INPUT on tag 2200410ST)
Calculation: (41.23 x 1000 x (31-24) + (880.8 x 1000))/31 = 37722,9 KW (average during past 31 hrs)
A very exact measure for the average power produced by the main engine through out the past 31 hrs
can now be reported, and used for further calculation in engineers logbook.
WARNING
S/C/A – class vessels, please note when switching from “P” to “Pxh”, the ICS system will loose the
ME rpm signal from the MAIHAK and as a consequence remove 90% permission and shut down the
shaft motor.
This is prevented by BLOCK INPUT on tag 2200410ST “SHAFT RPM”.

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Vessel Performance Management Service

MSPS on-board users manual

MSPS version: 2.0.9

Date: March, 2011

Copyright : A. P. Møller - Mærsk, Copenhagen

1 Welcome to MSPS .................................................................................................... 3

MSPS version: 2.0.8 -1.15-

Date Version Description Author

In case of problems, questions or comments please contact:

Peter Skovly Jensen Jakob Buus Petersen

MSPS version: 2.0.8 -1.25-

1.1 Installation guide

1.2 Use of MSPS system

MSPS version: 2.0.8 -1.35-

The speed percentage is calculated using various correction functions:

The speed percentage is a key parameter for estimating:

MSPS version: 2.0.8 -1.45-

2.1 Data collection

2.1.1 Sea Reports

MSPS version: 2.0.8 -1.55-

The reporting period should cover stable operational conditions. If considerable

A Sea Report must include at least:

2.1.2 Port Reports

If bunkers have been received in a harbour, they have to be reported in a bunkers

Port Reports also cover canal passages and anchoring.

2.1.3 Other Report

Other Reports may include:

MSPS version: 2.0.8 -1.65-

 Uncertainties in measured values, readings and in-accurate instruments. (Log,

In order to be able to calculate the ships performance as accurate as possible, it is

Uncertainties in the readings can be minimized by careful readings of the instruments

Figure 2: Sensitivity to input errors.

MSPS version: 2.0.8 -1.75-

2.2 How the Performance Report window works

The Folder view

The Action buttons

The Action buttons define various user functions see Figure 4.

The Filters Option

The List window

2.3 Create a Performance Report

1. Click the Add button

2.3.1 Filling in the Header module

Following fields must be entered:

Closing date/time - should be changed if necessary.

Figure 5: Date and time dialog box.

Information entered in the Notes field will be distributed to the assigned

Figure 6: Screenshot of a Sea Report Header.

2.3.2 Filling in the Sea module

MSPS version: 2.0.8 - 1.

Figure 8: Screen dump of Sea tab for a tanker/cargo vessel.

MSPS version: 2.0.8 - 1.

Ship specific data:

Voyage specific data:

MSPS version: 2.0.8 - 1.

2.3.2.1 Reporting guidelines, Performance codes.

2: Repeatedly changing courses

5: Slowdown / stoppage due to technical problems

6: Variable speed and power

MSPS version: 2.0.8 - 1.

7: Heavy swell hampering vessels speed

9: Running with incomplete engine

It is therefore much more important to have a “Normal cruising” performance

MSPS version: 2.0.8 - 1.

Consumption = 1001,05 – 800,98 = 105 – 78,4 = 26,6