Answer
If the loadicator (loading computer) stops working during cargo operations or just before sailing, it is a critical safety and compliance issue. Under SOLAS and Class rules, an approved loading instrument is mandatory for tracking bending moments, shear forces, and intact stability.
As Chief Engineer, your role is two-fold: technical troubleshooting of the system and operational support to help the Chief Officer maintain the vessel's structural integrity and regulatory compliance.
Here is the structured action plan you should present to the MMD surveyor:
1. Immediate Technical Troubleshooting (CE’s Engineering Domain)
Before abandoning the system, work with the Chief Officer to rule out or fix technical faults:
Power Supply & UPS Check: Verify the uninterruptible power supply (UPS) status. Check for tripped circuit breakers, loose power cables, or a blown fuse in the server/computer terminal.
System Reboot and Hardware Reset: Perform a complete hard reboot of the terminal. Check if peripheral hardware (like the hardware dongle/license key) is loose or uncommunicative.
Software Backup Activation: Loading computer software is typically installed on multiple workstations (e.g., Cargo Control Room, Ship's Office, and Master’s Office). Check if the software on the backup terminal is functional and has the latest voyage files synchronized.
Sensor/Data Input Isolation: If the loadicator relies on online tank radar gauges and has frozen due to a communication fault, switch the software mode from Online to Offline/Manual Input. This allows the Chief Officer to type tank soundings manually.
2. Operational Safety and Support (Helping the Chief Officer)
If the hardware has completely failed and cannot be revived locally, you must immediately coordinate with the Chief Officer and Master to ensure the ship's safety:
1.Suspend Cargo Operations (If in Port): Prevents exceeding structural limits blindly
Advise the Master and Chief Officer to temporarily stop loading or discharging if the current stage limits cannot be verified. Continuing blindly can cause severe structural stress (exceeding permissible bending moments or shear forces).
2.Revert to Manual Calculations; The statutory safety net
Help the Chief Officer locate the Approved Stability Booklet and Hydrostatic Tables. Work together to calculate the vessel's current GM (metacentric height), trim, draft, and deadweight manually using standard formulas.
3.Contact Shore-Based Technical Support: SERS / ERS Activation
Advise the Chief Officer to utilize the Classification Society's Emergency Response Service (ERS) or the company's technical department. Send them the current cargo, ballast, and bunker distribution. Their shore-based computers can run the stress and stability profile and email back the verified loading plan.
3. Regulatory Compliance & Documentation
A broken loadicator is a major deficiency that can lead to Port State Control (PSC) detention if concealed. Under the Indian Merchant Shipping (MS) Act, 2025 and international conventions, the following steps must be taken:
Log the Failure: Ensure the Chief Officer logs the failure in the Deck Logbook, and you log the technical findings in the Engine Room Logbook.
Raise a Company Non-Conformity: Report the failure immediately to the Designated Person Ashore (DPA) via the Master. Request an urgent replacement unit or remote IT support.
Notify Class and Port State Control: If the vessel is in port and needs to sail, or if repairs will take time, the Master must notify the local PSC and the Classification Society.
Obtain a Dispensation: To sail legally, Class and Flag State must issue a Short-Term Dispensation / Condition of Class. This is usually granted on the condition that:
The Chief Officer demonstrates the ability to perform manual calculations using the approved stability booklet.
A shore-verified loading plan (from ERS) is available for the upcoming voyage.