Usual things everyone does on Loadicator

The first thing we do on receiving the voyage instructions is plan the stowage. And the first thing
we keep our eyes on while planning the stowage on loadicator is trim and list. Loadicator give
us trim and list that the vessel will have in a particular stage of the stowage.

Other than trim and list, we also ensure that shear forces and bending moments does not exceed
the safe limits.

Loadicators give the SF and BM values as the percentage of allowed limit. Ship staff is expected
to keep it to the minimum but in any case less than 100% of the allowed limits.

Even keeping the SF & BM closer to but less than 100% over a longer period & multiple
voyages can have the cracks developing in the ships structure. And for this reason, we should
always do our best to keep these values to the minimum. Loadicator off course help us to find
these values with few clicks.
Vessels are also required to comply with the intact stability requirement as per SOLAS. Again
Loadicator helps us to get values to judge if we comply with these requirements.

Some type of ships are also required to comply with damage stability criteria by different
regulations.

For example, chemical tankers are required to comply with damage stability criteria by IBC code
(International code of carriage of chemicals in Bulk). Similarly oil tankers are required to
comply with damage stability criteria by Marpol & gas tankers by IGC code.

New requirements for onboard stability instruments applicable to all tankers are effective from
1st January 2016. MARPOL Convention is amended by Res. MEPC.248(66) , the IBC/BCH
Code is amended by Res. MSC.369(93) and the IGC Code is amended by Res. MSC.370(93)
requiring tankers to be fitted with an approved stability instrument capable of handling both
intact and damage stability cases. The new requirement is retroactive and applies to both new
and existing tankers at the first renewal survey on or after 1st January 2016, but not later than 1st
January 2021..

.
Documents requirement:
Class certificate for loadicator
Class approved loadicator test conditions
Class approved Loadicator Manual

Testing requirements :
Testing by ship staff: Testing to be done at regular interval as per SMS of the vessel for its accuracy.
Annual testing in presence of Class : During annual class surveys, loadicator need to be tested for its
accuracy in presence of a class surveyor.
The loading instrument is an invaluable shipboard calculation tool which assists the ships
cargo officer in:

1. Planning and controlling cargo and ballasting operations.

2. Rapidly calculating SWSF and SWBM for any load condition.
3. Identifying the imposed structural limits which are not to be exceeded.

It is important to note that the loading instrument is not a substitute for the ships loading
manual. Therefore, the officer in charge should also refer to the loading manual when planning
or controlling cargo operations.
Note :

A loading instrument or loading computer can be either an analog or digital system. Modern
loading instruments consist of approved computational software operating on a shipboard digital
PC.

The ships loading instrument is a ship specific onboard equipment and the results of the
calculations are only applicable to the ship for which it has been approved.

The operation manual is an essential part of the loading instrument and should be kept onboard at
all times. The ships deck officers should familiarise themselves with the operation of the
onboard loading instrument.

Additional tasks that can be performed on Loadicator

Apart from the usual task that we perform on loadicator, there are some other tasks which can
come very handy.

1. Online Loading or unloading rate

If your loadicator is online, you can also get live loading or discharging rate from individual
tanks and as total rate. This information can be very handy when you are loading in more than
one tank.

If you need to receive the cargo in these tanks equally, this function of loadicator can be used.
Similarly if you need to receive lesser cargo in one or few tanks, again this information comes
handy.

If you are correcting list during loading or discharging, looking at the live rate can give you fair
indication of effectiveness of your actions.

This rate in loadicator is calculated as an average over a particular time. Say if the time for
calculating average is set to 10 minutes, loadicator will calculate the difference in cargo quantity
for last 10 minutes and average it for one hour to give you loading or discharge rate.
In some loadicators, you can change this timings as per your requirement. If provided, you must
take advantage of this function. Here is how ?

If you are looking for average loading rate for last say one hour or two hours, you should set the
time as one or two hours.

But if you want the current loading rate, the time should be set to 5 to 10 minutes. You would
ask why 5 to 10 minutes and why not 1 minute or 1 hour ?

If you set the time too less, any small fluctuation will give you wrong loading rate. Also your
loading rate will fluctuate all the time.

If you set the time too high, you will get the average rate for that time but that might not be
present rate. For example if you have set the time to 1 Hour, and you stopped the cargo for 10
minutes. You would still get a rate averaged for last 1 hour which will not be your present rate.
2. Calculating constants with loadicator

Have your ever said or heard someone say something like, drafts on this loadicator shows 10
cms less on aft and 20 cms more on forward ? I am sure you must have.

These may sometimes be fixed errors, but many times these errors are variable with different
loading conditions. The only solution to it is to accurately enter constants in loadicator.

Accurate constants doesnt only means accurate weights but also the longitudinal (LCG) and
vertical (VCG) position of the constants.

Calculating the constants manually isnt a rocket science but is still a tedious process. Some of
the loadicator has this functionality inbuilt.

Here is how constants in loadicator are calculated.

First you need to enter all known weights such as cargo, bunkers, ballast, lube oil, fresh water etc
in the loadicator. Make the constants zero in the loadicator.

Then go to constants calculation section of the lodicator and enter actual drafts ( six drafts, FWD
port & stbd, Aft port & stbd and midship Port & stbd) as accurately as possible.

These drafts need to be visual drafts. If you cannot visually check six drafts, it is important to
check at least three drafts on one side and midship draft on the other side. Ensure list is
absolutely zero and enter the other drafts accordingly.

Next enter the seawater density. You need to physically measure the density of the dock water by
collecting the water sample. This is very important. If you are conversant with the draft survey
calculations you know how a slight change in density can offset the value of your constants by a
larger margin.

While taking the sample of dock water, you should take the sample from mid of the seawater
depth.

After entering all the values, click on calculate constants, and whoop. Loadicator calculates
weight as well as location (LCG and VCG) of constants you should enter in the loadicator.

No more errors in the the loadicator drafts. What you get on loadicator is what you will have in
actual.

3. Shifting weights to get desired trim, list or draft

This function of Loadicator would be useful if we need following

1. If we need to reduce/increase trim from present condition

2. If we need to bring the ship to upright condition by shifting cargo or ballast
 3. If we need to reduce aft draft to certain level

As you know these are very common situations chief officer & Master find themselves in. And
then we shift the weights arbitrarily to bring the ship to desired condition.

But most of the loadicators have this function where you can set the desired condition (Like list
to be zero or trim to be 1.5 m or both and choose the tanks from where the weights can be
adjusted. Rest will be done by the loadicator. It will give you the final weights these tanks should
have to bring the ship to desirable condition.

For example, like on this loadicator, you need to go to Trim/heeling adjustment from the main
menu

You can set the desired trim or list and choose the tanks which you want to switch weights. After
choosing all this, you click on calculate
It will calculate the weight to transfer and will give you before/after summary of these tanks to
get your desired results.
4. Replacing ullage tables with Loadicator

Did you know with some loadicators, you dont need to look at those ullage tables any more ?
You just enter the ullage of a particular tank in the loadicator and it will give you volume that
will match with your ullage table.

While all loadicators can give volumes for ullages, but not all matches with the ullage tables. The
reason can be any of the following
1) Some loadicators do not correct the ullage for the trim and list. These loadicators give the
volume at zero trim and zero list. If the ship has trim during final calculation, you have to use
ullage tables for volumes.

There are very few loadicators which can correct the volumes for trim and list. But there are
many ships where there are no trim & list correction to the volume or ullage.

These are the ships which have the ullage port located at the center of the tank.

For example, see the image above. As you can see if the ullage port is located at the center of the
tank, there is no change in the ullage with change in trim. On these ships, you can directly take
the ullage from the loadicator.
Even if your loadicator doesnt correct the ullages for trim and list to give volume, it is still
possible that volumes from loadicator and ullage table match. This is when in ullage tables, trim
correction is applied on the ullage and not on the volume.

For example if we look at ullage table in the image above, trim correction is applied to the
volumes. So say for 4 meter ullage with 1 meter stern trim, ullage table will have the volume
2350.1 m3. But loadicator will show the volume as 2350.6 m3. So in this example, you cannot
take volumes from loadicator for the final calculations.

2) The difference in volumes for same ullage in loadicator and ullage table can also be because
of different reference point.The loadicator and ullage tables may be based upon different
reference points for measurement.
For example, see the image above. You will usually find this kind of image on the front few
pages of your ullage table.

The image is from actual ullage table of a ship. And as you can see the reference for reading
ullage in this ullage tables is the MMC (or UTI) read out point. But your loadicator might be
measuring the ullage from either the tank top (height B) or from vapor lock (height B+H).

If that is the case, you cannot take volume from the loadicator for the ullages taken by UTI or
MMC.
5. Wedge calculation

Wedge calculation is done to calculate the volume of the cargo when cargo does not extend to
the entire surface of the tank.

There is considerable amount of calculation to calculate the volume by wedge formula. But
imagine if this can be automatically calculated by loadicator.

Many loadicator specially on crude oil tankers can calculate the volume by wedge formula.
For example, see the image of a loadicator screen. In this you just need to enter the variables and
it will give you the volume of each tank calculated by the wedge formula.

You can even get the wedge calculation sheet which you can save or print.
Conclusion

Loadicator has become an important instrument onboard. Gone are the days of manually
calculating compliance data related to cargo operation.

But most of the loadicators are designed to provide many functions, which are not otherwise
required as per legislations. Knowing and using these functions can ease the life during cargo
operations to a certain extent.

There are hundreds of approved makers for loading computer softwares. Each of these offers
something unique apart from the basic functions. Knowledge of these add ons and using these
can really ease life during during cargo operations to certain extent.
P&I clubs provided cover for a wide range of legal liability that the assured might have to third
parties, and for expenditure arising as a result of, inter alia:

Loss of or damage to cargo;

Pollution from the ship, or its cargo;
Loss of life and injury to crew members, or passengers;
Removal of wreck;
Damage to fixed or floating objects;
Collisions with other ships.

Exceptions

The following are the major exceptions to P&I coverage:

Other insurance: A P&I insurance claim may rejected if club managers think the risk should have
been covered by other types of insurance that the shipowner should have obtained, such as war
risks insurance or hull insurance, which pays collision liabilities and, in some cases, liabilities for
damages to fixed and floating objects ("FFO").
Mutuality: A claim may be rejected in part or full if the shipowner took insufficient steps to limit
its liability in order to protect the Club. The Club requires shipowners to ensure that the text
within bills of lading and passenger tickets minimises the shipowner's liability faults (within the
scope of section 2 of the Unfair Contract Terms Act 1977). The Club expects shipowners comply
with all flag state requirements concerning marine safety and environmental protection.
Moral hazard: Liabilities due to the fraudulent non-delivery of cargo, especially deliveries of
cargo that do not require an original bill of lading, are usually not covered by P&I insurance. This
view is reflected in the decision of the English courts in Sze Hai Tong Bank v. Rambler Cycle Co.
[1959] UKPC 14;[9][10]
Willful misconduct: Losses intended by the insured, or to which it "turned a blind eye" knowing
they were likely to happen.
Public policy: Criminal liabilities used not to be covered as a matter of course. Criminal liability
was imposed only for intentional misconduct, and the requirement of fortuity generally included
the coverage of criminal liabilities. Today, statutes in many countries impose "criminal" liability
for negligent conduct that damages the environment, under circumstances that do not rise to
the level of "willful misconduct" under the law of marine insurance.

what is cargo density or specific gravity. Why it is important. why not more than 1000 or 1050 Replied-
important for cargo equipments and tank coatings.

Main bearing damage

In case of H&M surveyor following documents should be kept ready:-
a) Chief engineer log book and official log book entry.
b) Masters and chief engineers statement
c) Witness statement
d) Engine room crew statements
e) Main engine PMS records
f) Main engine bearings last renewal and evidence showing that only genuine bearings were used.
g) Main engine crankcase lubricating oil report
h) Engine parameters at the time of incidence ( from log book or data logger)
i) Records showing last alarms and trips tried out ( from alarm logger)
j) Compliance with manufacturer or service letter received recently
All the above documents will be required by the surveyor appointed by H&M underwriter. After the
survey a damage survey report will be made. Now the main engine will be repaired. And after that
claims will be settled. Depending upon the nature of insurance and the clauses inducted repairs can
either be carried out by owner and later the claims can be settled or repair tender can be floated by
H&M underwriter only and they can carry out the repairs.

Motivating 2/E

Participating And Supporting

The participating and supporting style of situational leadership passes more responsibility to the
employees or followers. While the leader still provides some direction, the decisions ultimately
lie with the follower. The leader is there to provide feedback and to increase their confidence and
motivation with praise and feedback for the tasks completed. Those who work well under this
style of situational leadership have the necessary skills but lack the confidence or motivation to
achieve them.

Stress management can be complicated and confusing because there are different types of
stress acute stress, episodic acute stress, and chronic stress each with its own
characteristics, symptoms, duration and treatment approaches. Let's look at each one.

Acute stress

Acute stress is the most common form of stress. It comes from demands and pressures of the
recent past and anticipated demands and pressures of the near future. Acute stress is thrilling and
exciting in small doses, but too much is exhausting. A fast run down a challenging ski slope, for
example, is exhilarating early in the day. That same ski run late in the day is taxing and wearing.
Skiing beyond your limits can lead to falls and broken bones. By the same token, overdoing on
short-term stress can lead to psychological distress, tension headaches, upset stomach and other
symptoms.
Fortunately, acute stress symptoms are recognized by most people. It's a laundry list of what has
gone awry in their lives: the auto accident that crumpled the car fender, the loss of an important
contract, a deadline they're rushing to meet, their child's occasional problems at school and so on.

Because it is short term, acute stress doesn't have enough time to do the extensive damage
associated with long-term stress. The most common symptoms are:

Emotional distress some combination of anger or irritability, anxiety and depression,

the three stress emotions.
Muscular problems including tension headache, back pain, jaw pain and the muscular
tensions that lead to pulled muscles and tendon and ligament problems.
Stomach, gut and bowel problems such as heartburn, acid stomach, flatulence, diarrhea,
constipation and irritable bowel syndrome.
Transient overarousal leads to elevation in blood pressure, rapid heartbeat, sweaty palms,
heart palpitations, dizziness, migraine headaches, cold hands or feet, shortness of breath
and chest pain.

Acute stress can crop up in anyone's life, and it is highly treatable and manageable.

Episodic acute stress

There are those, however, who suffer acute stress frequently, whose lives are so disordered that
they are studies in chaos and crisis. They're always in a rush, but always late. If something can
go wrong, it does. They take on too much, have too many irons in the fire, and can't organize the
slew of self-inflicted demands and pressures clamoring for their attention. They seem perpetually
in the clutches of acute stress.

It is common for people with acute stress reactions to be over aroused, short-tempered, irritable,
anxious and tense. Often, they describe themselves as having "a lot of nervous energy." Always
in a hurry, they tend to be abrupt, and sometimes their irritability comes across as hostility.
Interpersonal relationships deteriorate rapidly when others respond with real hostility. The
workplace becomes a very stressful place for them.

The cardiac prone, "Type A" personality described by cardiologists, Meter Friedman and Ray
Rosenman, is similar to an extreme case of episodic acute stress. Type A's have an "excessive
competitive drive, aggressiveness, impatience, and a harrying sense of time urgency." In addition
there is a "free-floating, but well-rationalized form of hostility, and almost always a deep-seated
insecurity." Such personality characteristics would seem to create frequent episodes of acute
stress for the Type A individual. Friedman and Rosenman found Type A's to be much more
likely to develop coronary heat disease than Type B's, who show an opposite pattern of behavior.

Another form of episodic acute stress comes from ceaseless worry. "Worry warts" see disaster
around every corner and pessimistically forecast catastrophe in every situation. The world is a
dangerous, unrewarding, punitive place where something awful is always about to happen. These
"awfulizers" also tend to be over aroused and tense, but are more anxious and depressed than
angry and hostile.
The symptoms of episodic acute stress are the symptoms of extended over arousal: persistent
tension headaches, migraines, hypertension, chest pain and heart disease. Treating episodic acute
stress requires intervention on a number of levels, generally requiring professional help, which
may take many months.

Often, lifestyle and personality issues are so ingrained and habitual with these individuals that
they see nothing wrong with the way they conduct their lives. They blame their woes on other
people and external events. Frequently, they see their lifestyle, their patterns of interacting with
others, and their ways of perceiving the world as part and parcel of who and what they are.

Sufferers can be fiercely resistant to change. Only the promise of relief from pain and discomfort
of their symptoms can keep them in treatment and on track in their recovery program.

Chronic stress

While acute stress can be thrilling and exciting, chronic stress is not. This is the grinding stress
that wears people away day after day, year after year. Chronic stress destroys bodies, minds and
lives. It wreaks havoc through long-term attrition. It's the stress of poverty, of dysfunctional
families, of being trapped in an unhappy marriage or in a despised job or career. It's the stress
that the never-ending "troubles" have brought to the people of Northern Ireland, the tensions of
the Middle East have brought to the Arab and Jew, and the endless ethnic rivalries that have been
brought to the people of Eastern Europe and the former Soviet Union.

Chronic stress comes when a person never sees a way out of a miserable situation. It's the stress
of unrelenting demands and pressures for seemingly interminable periods of time. With no hope,
the individual gives up searching for solutions.

Some chronic stresses stem from traumatic, early childhood experiences that become internalized
and remain forever painful and present. Some experiences profoundly affect personality. A view
of the world, or a belief system, is created that causes unending stress for the individual (e.g., the
world is a threatening place, people will find out you are a pretender, you must be perfect at all
times). When personality or deep-seated convictions and beliefs must be reformulated, recovery
requires active self-examination, often with professional help.

The worst aspect of chronic stress is that people get used to it. They forget it's there. People are
immediately aware of acute stress because it is new; they ignore chronic stress because it is old,
familiar, and sometimes, almost comfortable.

Chronic stress kills through suicide, violence, heart attack, stroke and, perhaps, even cancer.
People wear down to a final, fatal breakdown. Because physical and mental resources are
depleted through long-term attrition, the symptoms of chronic stress are difficult to treat and may
require extended medical as well as behavioral treatment and stress management.

KrishnaCV, [03.04.17 10:51]

From MAN manual:

A. Change-over from Diesel oil to

Heavy Fuel during Running

To protect the injection equipment against

rapid temperature changes, which may

cause sticking/scuffing of the fuel valves and

of the fuel pump plungers and suction

valves, the change-over is carried out as

follows (manually):

First, ensure that the heavy oil in the service

tank is at normal temperature level.

Reduce the engine load to 3/4 of normal.

Then, by means of the thermostatic valve in

the steam system, or by manual control of

the viscosity regulator, the diesel oil is

heated to maximum 60-80 E C. Regulate the

preheating so as to give a temperature rise

of about 2 E C per minute.

The diesel oil viscosity should not drop

below 2 cSt, as this might cause fuel pump

and fuel valve scuffing, with the risk of

sticking, due to failing lubrication ability of

the diesel oil.

For some light diesel oils (gas oil), this will

limit the upper temperature to somewhat

below 80 E C.

Due to the above-mentioned risk of stick-

ing/scuffing of the fuel injection equipment,

the temperature of the heavy fuel oil in the

service tank must not be more than 25 E C

higher than the heated diesel oil in the

system (60-80 E C) at the time of change-

over.

When the temperature requirements have

been fulfilled, the change to heavy oil is

performed by turning the change-over cock.

The temperature rise is then continued at a

rate of about 2 E C per minute, until reaching

the required viscosity, see Item 3, Pre-

heating before Injection.

Changeover from HFO to DO during running:

To protect the fuel oil injection equipment

from rapid temperature changes, which

may cause scuffing with the risk of sticking

of the fuel valves and of the fuel pump plun-

gers and suction valves, the change-over to

diesel oil is performed as follows (manually):

! Preheat the diesel oil in the service tank

to about 50 E C, if possible.

! Cut off the steam supply to the fuel oil

preheater and heat tracing.

! Reduce the engine load to 3/4 of MCR-

load

! Change to diesel oil when the tempera-

ture of the heavy oil in the preheater has

dropped to about 25 E C above the tempe-

rature in the diesel oil service tank, how-

ever, not below 75 E C.

Note: If, after the change-over, the tempera-

ture (at the preheater) suddenly drops con-

siderably, the transition must be moderated

by supplying a little steam to the preheater,

which now contains diesel oil.

KrishnaCV, [03.04.17 10:55]

3.1 Precaution

Caution must be taken to avoid heating the

fuel oil pipes by means of the heat tracing

when changing from heavy fuel to diesel oil,

and during running on diesel oil. Under these

circumstances excessive heating of the

pipes may reduce the viscosity too much,

which will involve the risk of the fuel pumps

running hot, thereby increasing the risk of

sticking of the fuel pump plunger and dam-

age to the fuel oil sealings.

Human Element
The safety and security of life at sea, protection of the marine environment and over 90% of the
world's trade depends on the professionalism and competence of seafarers.

The IMO's International Convention on Standards of Training, Certification and Watchkeeping

for Seafarers (STCW), 1978 was the first internationally-agreed Convention to address the issue
of minimum standards of competence for seafarers. In 1995 the STCW Convention was
completely revised and updated to clarify the standards of competence required and provide
effective mechanisms for enforcement of its provisions.

A comprehensive review of the STCW Convention and the STCW Code commenced in January
2006, and culminated in a Conference of Parties to the STCW Convention which was held in
Manila, Philippines from 21 to 25 June 2010, that adopted a significant number of amendments
to the STCW Convention and STCW Code. These amendments, now referred to as the Manila
amendments, which provide enhanced standards of training for seafarers, entered into force on 1
January 2012.

Focus on seafarer education and training

Starting from the beginning of the 1990s, IMO put the human element on the agenda of its meetings
and set up human element working groups that held discussions on the effects of the human
element and prevention of human element related accidents. It incorporated its working results into
amendments of conventions and regulations. Currently IMO is carrying out a comprehensive review
of the STCW Convention and STCW Code. It is against this background that I emphasize the
following aspects to show the importance of the human element in higher maritime education and
training.

Enhance seafarers marine environment protection awareness:

Marine pollution accidents are more or less related to the lack of marine environment protection
awareness of some seafarers. Now and then seafarers are found to discharge pollutants illegally into
the sea.

Put more emphasis on the communication ability of seafarers:

Accidents like collision, grounding and contact are often the result of poor or ineffective
communication among captain and pilot, crew members, different ships or VTS centres. The new
STCW 78/2010 amendments will require that seafarers have the ability to understand the principles
of, and barriers to, effective communication between individuals and teams within the ship, and to
establish and maintain effective communications. We must therefore work out practicable ways
to implement such requirements.
Focus on the fostering of ship resources management competence:
Accidents show that some ship operators worked neither as a team during the process of ship
manoeuvring, nor took full advantage of ship resources. Therefore, fostering seafarers ship
resources management competence and their team spirit is a matter of great urgency. In the
amendments to STCW78/2010, the training requirement on bridge resource management (BRM)
and engine resource management (ERM) are made mandatory.
Seafarers are required to have the knowledge of shipboard personnel management and training;
knowledge and ability to apply effective resource management; knowledge and ability to apply
decision making techniques; ability to apply task and workload management. It is of great
importance to focus on seafarers ship resources management competence in our training plan.

Train seafarers with stronger bridge information processing ability:

If seafarers are not given sufficient training on the use of integrated bridge systems or other
sophisticated onboard equipment, the advance of marine technology may lead to more accidents
rather than less. To ensure the safety of navigation and avoid human errors brought about by the
improper use of new technology, it is necessary to provide training on the use of information from
navigational equipment for maintaining a safe navigational watch as specified by the new
amendments of the STCW Convention. Training in ECDIS. Certification for ETOs.

Strengthen the training of seafarers ability against piracy:

Many cases of piracy incidents point to the lack of anti-piracy awareness of seafarers. IMO has
realized the significance of this issue and incorporated regulations on basic security awareness,
knowledge and skill training of seafarers into new STCW amendments (Regulation VI/1 and VI/6).
Anti-piracy skill training is an urgent task as well as a long-term focus. DMU, along with other
maritime training institutions, will take this as a priority in our teaching syllabus.

Banning
Reason of Banning from the Paris MoU region:

1. In accordance with section 4.1 of the Paris MOU, ships are banned after multiple detentions:
these ships will be refused access to any port in the region of the Memorandum for a minimum
period. The refusal of access following multiple detentions will become applicable as soon as the
ship leaves the port or anchorage.

2. In accordance with section 4.2 of the Paris MOU, ships which jump detention or fail to call at
an indicated repair yard are banned: these ships will be refused access to any port in the region of
the Memorandum.

Notwithstanding the provisions of section 4.1 and 4.2, access to a specific port may be permitted
by the relevant authority of that port State in the event of force majeure or overriding safety
considerations, or to reduce or minimize the risk of pollution, provided that adequate measures to
the satisfaction of the authority of such State have been implemented by the owner, the operator
or the master of the ship to ensure safe entry. * Please note that the particulars of the ships on
this list are only updated by the banning authority. The main identifier of a banned ship is the
IMO number.

When a ship is banned and then sold to another Party, does this transaction automatically
cancel the banned status or does the status continue?

A ban is a measure imposed on an individual ship. Once banned, a transfer of company, flag or
change in other involved parties does not revoke a ban or otherwise shorten the applicable
periods mentioned.

Main Parts of ODMCS

An ODMCS consists essentially of four systems:

1. An Oil content meter: The oil content meter is used to analyze the content of oil in the water
that is to be discharged overboard. This oil is expressed in parts per million (PPM).

2. A flow meter: The flow rate of the oily water to be discharged is measured at the discharge
pipe.

3. A computing unit: A computing unit calculates the oil discharge in litres/nautical miles and
the total quantity, along with date and time identification.

4. An overboard valve control system: The auto control valve is installed at the overboard so
that it must close and stop the discharge when permissible limit has been reached.

Working

The oily mixture is pumped out to the sea through ODMCS by a pump. A sampler probe and a
flow meter sensor is connected at the discharge pipe, before the overboard valve, to sense the oil
content and the flow of mixture.

The data provided by the two sensors are fed in a control unit wherein it is analysed and the
discharge valve is controlled by the same.

If the control unit senses a rise in the ppm and flow comparing to the permissible value, it will
shut the overboard valve and open the recirculation valve which is connected to slop tank of the
ship.

Regulatory requirements for oil mixture discharge from cargo space

Tanker vessel must be enroute

The vessel should not be in special areas.
The tanker must be 50 nautical miles away from land.
The instantaneous rate of discharge of oil content does not exceed 30 litres per nautical
mile.
 The total quantity of discharge must not exceed 1/30000 of the total quantity of the
residue formed cargo.
The tanker must have operational and approved ODMCS.

As per the regulation, the following inputs must be recorded by the system:

1. Discharge rate of the pump which is discharging the oily water mixture overboard.
2. The location of the ship in latitude and longitude.
3. Date and time of the discharge.
4. The total quantity that has been discharge overboard.
5. Oil content of the discharged mixture in PPM.

All the records of ODMCS must be stored on board ships for not less than 3 years.

CRITICAL EQUIPMENT AND OPERATION UNDER ISM CODE.

Critical equipments are equipments whose failure will lead to a potential hazardous situation or an
accident, thereby causing injury to personnel or loss of life or damage to marine environment or
property. This causes deviation or failure of the ISM objective 1.2.2 of ISM code.
PROVISION IN ISM:- Element 10.3 of ISM code states----
The company should establish procedures in its safety management system to identify equipment
and technical system, the sudden operational failure of which may result in hazardous situation. The
SMS should provide for specific measures aimed at promoting the reliability of such equipment or
systems. These measures should include the regular testing of standby arrangement or equipment or
technical systems that are not in continuous use.
Hence SMS must have with respect to the critical equipment have procedures:-
1) To identify them
2) To ensure their test and functional reliability
3) To establish and use the alternative arrangements on sudden failures.
4) To test standby equipment
5) To ensure that a single failure does not lead to a critical situation
6) To ensure that a system or equipment which is standby or unoperated or inactive for a certain time is
tested regularly and prior to conducting the critical operation.
7) There is always minimum level of spares for critical equipments.
The list of critical equipments or systems can vary according to ship type and operation
.once identified appropriate tests and other procedures should be developed to ensure reliability.
CRITERIA FOR CHOOSING CRITICAL EQUIPMENTS AND OPERATION:-
As per element 7 of Ism code, the company must establish procedures for preparing plans, instructions,
checklists for key shipboard operations related to the safety of the ship, and prevention of pollution and
safety of personnel.
Normally criteria for choosing a critical equipment or operation lie as its potential to carry on to a
hazardous situation. Thus a critical equipment or operation is that whose direct failure will lead to an
accident. Hence with combination with element 10 the following shipboard equipments/ items are
subjected to inspections and tests (but are not limited to)
1) Hull and superstructure steel work
2) Safety, firefighting and LSA equipment
3) Navigational equipment
4) Steering gear
5) Anchoring or mooring gear
6) Main engine and auxiliary engine
7) Cargo handling equipment
8) I.G. system
9) Electrical installation
10) Fire detection and alarm system
Similarly shipboard operations can be categorized into :-
1) Normal operation:- Error becomes apparent, only after occurrence of a hazardous situation.
2) Critical operation: - Error directly leads to accidents. Critical operations will include ( but are not
limited to) :-
a) Navigation in restricted visibility
b) Navigation in high density traffic area
c) Navigation in restricted/ narrow area
d) Heavy weather operation
e) Handling of hazardous cargo and noxious substances
f) Bunkering and oil transfer operation at sea
g) Cargo operation on oil/ gas/ chemical tankers
h) Critical machinery operation like OWS, INCINERATOR, EMERGENCY FIRE PUMP etc.

Non-Destructive Tests on Metals

Non-destructive tests include radiography, ultrasonic testing, magnetic particle testing, eddy current
testing and dye penetrant testing. These tests enable the engineer to decide whether a part is likely to
be reliable in the service.

Radiography

Radiography is usually confined to the testing of welds in pressure vessels such as starting air reservoirs.
Large reservoirs for high pressure use may require only spot tests to be taken. X-rays or gamma rays are
used to expose the emulsion of the radiographic film. Welding defects give a greater exposure of the
film and show as darker areas. The use of radiographic equipment and interpretation of he negative
requires considerable training and skill.

Ultrasonic Testing

Ultrasonic testing is is one of the non-destructive tests performed by equipment that transmits high
frequency vibrations through the materials to be tested. The vibrations are reflected back from the
opposite surface or from any discontinuity in the material. Ultrasonic methods can be used to measure
the thickness of materials or to detect internal or surface defects in welds, castings or forgings, either
during manufacture or when in service. Defects are shown as extra pulses to the transmitted and
reflected pulses, on a cathode ray oscilloscope.

Magnetic Particle Testing

Magnetic particle testing is one of the non-destructive tests method can be used for detecting defects
and near surface defects in materials that can be magnetized. When a magnetic field is induced in the
part to be tested, defects allow a flux leakage to occur. This causes the magnetic particles used in the
test to congregate at the leakage, indicating the location of the defect.

Magnetic particle testing is used mainly for checking the condition of the engine parts and shafting,
which are liable to fatigue failure. The use of this type of test equipment requires skill and experiences.

Eddy Current Testing

Eddy current testing methods are used mainly in production line work during the manufacture of small
ferrous material parts for use in either small or large engines. A coil is used in the tester, any defects
present causing a change in the impedance of the coil. The change of impedance is utilized in various
ways to call attention to the presence of a defect.

Dye-Penetrant Test

Dye penetrant tests are used to detect surface defects such a fatigue cracks in crankshaft and screw
shafts. The part to be tested is thoroughly cleaned, and a dry penetrant is sprayed on the cleaned area.
If any surface defect is present, capillary attraction draws the dye into the cracks. The dye is cleaned off
(but remains in the crack) and absorbent or developer material is spray coated on the test area. The
absorbent draws out the penetrant dye from the crack, showing a coloured line which indicates the
presence and location of the defect.
 MARINE ELECTRICAL CABLES:
o Ship wiring cables have to withstand a wide variety of environmental conditions,
e.g. extremes of ambient temperature, humidity and salinity
o The normal distribution voltage on ships is 440 V and cables for use at this voltage
are designated 600/1000 V, i.e. 600 V to earth and 1000 V between conductors.
o Higher voltage systems require cables with appropriate ratings, e.g. for a 3.3 KV 3
phase earthed neutral system the required cable rating is 1900/3500V and for
3phase insulated systems the cable rating would be 3300/3300V.
o Marine electrical cables should be:
tough and resilient,
Should have good heat, ozone and moisture resistance
It should be halogen free, flame retardant, fire resistant and low smoke.
Conductors are of annealed stranded copper which may be circular or
shaped.
Cable insulation has a thickness appropriate to the system voltage rating.
o Insulation materials are generally organic plastic compounds. Butyl rubber,
ethylene propylene rubber (EPR), Cross-linked polyethylene (XLPE), Mineral
Insulated, Metal Sheathed cables are generally used
o It is of vital importance for the safe execution of the work on electrical equipment
and fittings comply with all regulations and recommendations in force.
Checking of Electrical Cables:
o The materials ordered shall conform to the regulations and certification provided
where applicable.
o The Electrical equipments ordered should be class approved and should meet the
test requirements according to guidelines based on the IACS Unified Requirements
E10, "Testing Procedure for Electrical, Control and Instrumentation Equipment,
Computers and Peripherals covered by Classification".