The application of condition monitoring tools to look for signs of failure can result in cost increases if we are not careful.
Whilst we fully support CM, PdM and CBM this investment only creates a return when we can do something useful as a result of this new insight.
The failure modes that cause failures in our equipment must be managed and this can be via a mix of strategies, dependant upon the criticality of each functioning asset.
Simply buying in new CM technology will not improve the reliability of your asset population.
Our view, for what its worth, is that every company has a different aversion to risk, it has different missions and objectives. We have been taught this as a means to differentiate and to create a space for our organisations to flourish.
We must really understand what it is we can do to ensure that poor reliability does not impact in a negative way upon our business operation.
In the spirit that prevention is better than cure, intelligence gathered from our assets that we can use to inform how we maintain them is a good thing.
Whether we use this to derive either a predictive element or an early reactive capability, will be down to the strategy that each company develops.
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.
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.