Tag Archives: maintenance

Insurers see the benefit and want to share the rewards

Out_of_the_Blue_-_Marine_-_Feb_2014

This is a great article – and yes I am quoted – but more interesting are the comments from the underwriters and the owners – feel free to share as you wish!

A perspective on EAL’s is coming soon watch this space!

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Smart CBM

More and more CBM activities in shipping mean that the industry is finally starting to move!

The argument for equivalence between scheduled and condition based maintenance manuals has been set.

Prescriptive or Rule Based!

In these modern times the maintenance manual that accompanies each new piece of machinery that is installed on a ship or platform can no longer be used to limit the guarantees offered by the manufacturer to setting prescriptive periods at which certain activities must be performed to achieve support of the OEM in the event of an unforeseen failure.

By their very nature these documents play to the lowest common denominator as the duty, location, environment , expected function, skill of operation and maintenance, etc., cannot be known for every installation therefore the recommendations must account for this and may as a result be sub-optimal.

Equipment makers need to recognise the option to maintain by condition and in doing so value that the operators who aspire to become world class performers will outdo their expectations and drive the envelope to maximise the value of the asset by maximising efficiency.

Maintenance manuals for all machinery would be wise to include a detailed FMEA as a minimum, possibly seperate FMEA’s for general expected installations. Clearly these will only be part of the story as the owner of the asset will have to complete the FMEA in respect of local conditions, maintenance expectations and environment, but at least the asset will start its life under the joint co-operative umbrella of a best practice approach.

It is my sincere belief that purchasors and specifiers should endeavour to ensure that only companies who provide this data are included in their respective tender process.

No need to open main bearings on Man Diesel Engines

Click to view SL2012-522 Main Bearing Inspection

Man Diesel now state clearly that bearing removal is not recommended as normal practice and therefore not recommended unless evidence based reason dictates.

This is a clear indication that best practice has shifted from a direct inspection methodology to a condition based approach.

This represents a shift in emphasis where the OEM clearly states that opening bearings without cause is likely to increase the risk of issue, either directly by the introduction of new sources of failure such as dirt or re-build issues, or by implication by reducing the support in terms of warrantee, where non recommended strip down may in the future invalidate terms.

Herein a video of the process for bearing removal courtesy of Marine Insight (Apologies for corrupted quality at the end! DS)

Article in LNG World – Maintenance

LNGWSJan12LR

This is a short article that was created for LNG World and describes an overview of the soon to be available Machinery Condition Based Maintenance descriptive note which can be applied for companies who wish to operate their maintenance management on a risk based approach.

In essence this means that all nominated machines are maintained purely on the basis of condition as dictated by the condition monitoring analysis performed. In reality this means that NO item need be removed from service and required to be opened out for the purpose of credit for survey unless the CM data and associated records are unsupportive. Due dates will be removed and in all cases where condition continues to be acceptable items will not need to be withdrawn for inspection.

This is a high standard to achieve as it requires the cultural capability to manage risk based maintenance systems. It shall be viewed as an aspirational standard which rewards those who seek to exceed the minimal compliance requirements of the regulations but is also robust as the condition status has to be demonstrated as known on a continual basis.

We expect that there will be a number of companies who can move into this regime quite quickly but that what will happen is the vacuum that is created by this will be filled by companies who wish to perform at a higher level but who have some minor issues such as resourcing or implementation concerns. We will also be providing resource to assist these organisation to optimise their operations and move forward to a ensure that all operational and reliability related risks are As Low As Reasonably Practical – ALARP – a concept that must ultimately become accepted in the marine industry.

Can Classification Societies really align with Condition Monitoring?

Classification and Condition Monitoring

One of the things that seems unusual is that whilst approximately 10% of classed vessels have their planned maintenance systems recognised by their classification society. This allows the Chief Engineer to credit a number of items for survey at some convenient time, only about 10% of these use approved condition monitoring process which the Chief can use to avoid opening these assets purely for the purposes of satisfying the regulatory requirement.

What that means is that only 1% of ships use condition monitoring for the purposes of classification. It is suspected that a significant number of vessels successfully employ some form of condition monitoring on a regular basis and may even use condition as a foundation for their maintenance strategy but do not take up the opportunity to align these processes with their classification society and therefore must be performing unnecessary invasive surveys and in doing so increasing the risk to reliability.

Why is this?