In my 28 years of command , I have NOT yet seen a chief engineer , who did NOT have problems with his ER ODMCS-- on a old ship, with HO in bilges.
Portable magic pipes for pumping oil ( should have been via ODMCS ) and HO sludge ( should have been incinerated ) overboard have put many poor chief engineers in jail.
We all know that there are many FIXED magic pipes in ER , starting with the huge emergency bilge suction in the ER bilges to each and every seawater cooler connected to the GS pump.
ER oil can thus be pumped via the hawse pipe or the SW cooler overboards-- without labouring over portable magic pipes.
Instead of threatening and jailing the poor Chief engineer , who has taken over from where someone else left off, it is the duty of the owners to make life simpler on board.
here is the text of an actual message i sent to my company on this issue--
we get so embroiled in ACTIVITY TRAPS ( powered
by external office audits ) ---
-- that REAL WORK and the purpose of ship ( to carry
cargo from A to B and make moolah for owners ) is
let me talk about ENGINE ROOM ODMCS
Generally I find lot of ignorance with ER ODMCS handling,
due to which mistakes are made.
In hiding these stupid mistakes crimes are born. This
results in ER ODMCS phobia, which is such a simple
Unlike CCR ODMCS which has several limitations
like 30 litres/ n mile , where flow rate and ships speed is
amalgamated , 1/30000 DWT limit etc -
- ER ODMCS is solely concerned with PPM ( 15 ) and
can be pumped out anywhere unless special area/ local
regulations don’t permit.
However flow rate is indeed important to reduce emulsion,
so pumps used are NEVER centrifugal.
Unless the weak points of ODMCS are understood-
PREVENTION and PREDICTIVE MAINTENANCE
can never be done.
Cure is usually done by changing coalscer filter
cartridges and calling technicians which is an
Engine bilges contain THREE layers.
1) Top layer-floating oil
2) Middle layer - emulsion
3) Bottom layer-sludge and solid particles.
EMULSION cannot be handled by any ODMCS on
this planet -it will use the 15 ppm option and stop the
flow overboard. This is the reason why in CCR
eductors are never used to discharge via ODMCS.
Bubbles of air in pure water will read as oil.
Emulsion layer TWO in bilges in increased by:--
--air compressors drain blow
--air bottles blow down
--boiler blow down which has additives
--detergents used for cleaning
--chemicals used for cleaning and as CW additives
--light oils used for cleaning
--bacteria build up from additives and gas oils
Sloshing caused by ship ROLLING causes top and
bottom layers to merge into middle emulsion layer. Even
internal leakages in bilge pump can cause emulsification.
Criminal wastage of budget money by frequent change
of super expensive coalscer filter ( which makers with
ulterior motives encourage ) can be eliminated by using
the following preventive methods.
1) The first PERMANENT filter must always be a T
type strainer for solids . It is cleaned by rotating the handle
DURING operation - whereby solids are removed from
bottom by opening a ball valve for few seconds.
2) The second filter must always be a plate type PERMANENT
coarse oil filter , which discharges the oil automatically.
3) The third filter must be a EMULSION BREAKER chamber.
You get these coloured stones in the market ( very cheap ).
The stones can be renewed if required.
4) The fourth filter must be a PERMANENT stainless steel and
glass fibrecoalscer, to remove fine oil . It is cleaned by steam.
5) The fifth filter is ALWAYS a REPLACEABLE filter coalscer
cartridge which removes low micron oil to come to less than
15 ppm ( costs a fortune in USA ) . It is protected from
unnecessary ( budget wasting ) replacement by filters 1 2 3
MOST IMPORTANT: when ODMCS has NOT been
operated for a while , first use clean sea water to flush
away biochemical reaction sediments in the filters . Once
the clean water passes through to sea "unchallenged"---
only then change over to oily water from BOT.
Most yard deliveries don’t have filters 1 and 3- --
it is in the interest of the ship to install it in an
effective and proactive manner- to be pound wise,
till ship goes for scrap.
Visiting superintendents MUST inspect this arrangement
and include it in their VIR.
Incinerators on new ships must have excess capacity ,
50% extra, over marpol mandated rules. Incinerator
manufacturers do NOT give guarantee for refractory.
Refractory gets damaged in the first week due to excess use.
Think about it--
thanks and best regards
capt ajit vadakayil
CAPT AJIT VADAKAYIL