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Ships Ship Management

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CONDITION BASED MONITORING & MAINTENANCE

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Eur. Ing.

Joseph McKee VSUK

MAINTENANCE STRATEGIES
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Failure Based Strategy

No Maintenance Advantages DisadvantagesRenew or Repair upon Breakdown No high cost of spares or skills required Reliability, Repair Costs Replacement Costs

Time Based Strategy

Advantages DisadvantagesReliability Increased Costs Increased Downtime Maintenance Induced Defects
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TIME BASED MAINTENANCE

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Current Shipboard Maintenance Practices Predominantly Utilise Time Based Schedules Derived From Manufacturers Recommendations and Best Practice Policies Time Based Practices do not account for :-

Best Cost Effectiveness Best Asset Deployment Best Opportunity Best Condition Assessment Best Reliability

NEW MAINTENANCE STRATEGY

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If it aint broke dont fix it !!!! If it aint broke Prove it aint broke Identify when it will broke So you can plan to fix it before it does broke !!

Philosophy Change Drivers THE NEEDS

Crew Numbers and Standards Competition Spare Part Costs Maintenance Downtime Equipment Complexity

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ACHIEVED BY
Improved Communication Access Improved Component Design Improved Diagnostic Techniques Dedicated Shore Support Programs Supportive Legislation
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CBM MAINTENANCE PHILOSOPHY Performance

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Time Based Maintenance Equipment Failure

Performance Deteriorates Time

Deterioration Detected

If we can predict performance deterioration in a timely manner before failure occurs. we can plan intervention, evaluate actual needs and reduce maintenance costs

ESSENTIAL ELEMENTS OF CBM

CONDITION MONITORING

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The critical feature of CBM is to establish the initiation of performance deterioration allowing proactive measures before total failure Analysis of Equipment Historical and Predictive Performance Data allows Maintenance Intervention at Time and Condition to suit Operations Equipment used needs to inform that a fault is occurring and an indication of severity

ESSENTIAL ELEMENTS OF CBM Shock Pulse Method

Shock pulses from the bearing is sent through the material and picked up by the transducer. The transducer converts the shocks to electric signals which are processed to give a carpet value and a peak value. This provides an output evaluation of the bearing lubrication and possible damage. The signal may be displayed graphically or as a set of codes relating to bearing and oil film condition.

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SPM Transducers on Motor Bearings

Graphic Display of Motor Bearing Condition

ESSENTIAL ELEMENTS OF CBM

Vibration Monitoring

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Recommended standards are defined under ISO 10816 which has replaced ISO 2372 Measurements taken in Horizontal Vertical and Axial planes and are of vibration magnitude severity. An RMS value of vibration velocity, acceleration or displacement, is measured over a frequency range OF 10 1000Hz Vibrational severity is related to the energy level of vibration and is indicative of destructive forces imposed on the equipment during operation Signal output may be colour coded to indicate condition and required response

CORRECTIVE ACTIONS

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If Vibration readings indicate misalignment or rotation component misalignment corrective actions may be undertaken onboard without the need to remove them ashore or impose non operational down time Balancing Utilises one measurement without trial weight to determine the vibration severity followed by one measurements with a trial weight to calculate the weight and position of the correction mass. It requires time synchronised vibration measurement to find the relative phase angle between the two vibration measurements

Corrective Actions
Shaft Alignment

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Applications such as compressors, gearboxes, generators, and pumps, may be considered. The detector units have position detectors (PSD) with a large reception area, which makes fine tuning unnecessary. Compensation values for thermal growth can be input. Integrated precision inclinometers measure the angle of rotation of both detector units at all times. This allows measurement in fully automatic mode, with much less than a half-turn of the shaft. Measurement results are displayed in 100ths of millimetres or 1000ths of an inch. Display Unit Detector Units

THERMAL IMAGING
Thermal imaging has been used in electrical systems to indicate hot spots Electrical Hotspot due to loose connection

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Electrical Hotspot identified using Thermal Imaging

May also be used on pipework(such as Steamtraps) to identify correct operation of valves

Remote Monitoring Development

Remote Monitoring
Critical Systems and Performance Trend Monitoring is available for land based machinery, allowing expert interpretation and intervention on a 24/7 basis

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Data is gathered independent of standard monitoring systems and transmitted automatically via Satcom Systems to monitoring centres allowing display, analysis and recommendations

Remote Monitoring Development

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Crankcase Monitoring
A Disadvantage of Oil Mist Detectors is the time taken to generate and detect an oil mist, is lengthy often allowing bearing damage to occur, before preventative actions is taken Crankcase monitoring consists of rate of oil temperature rise in individual Main/ Bottom End Bearings and the splash oil from Piston Con Rod bearings collected in a small bowl on the crankcases door

Main Bearing Temp Monitor

Splash Oil Collector Alarm & Monitor Panel

Bottom End Temp Monitor

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Remote Monitoring Development

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Lub Oil Analysis

Oil Analysis Data

Chemical Analysis Trends

Analysis normally will be of the chemical and mechanical properties and compared to the original sample. This allows the development of Trend Analysis which is more important than individual Sample analysis as it provides a means of Failure prediction. Machinery Lub Oil has similarities to Blood in the Human Body. The analysis of both tells a complete story of the Patients Health
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Legislation
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Class CAP is a Voluntary Notation that contains elements of CBM

Introduction of CBM Notation to individual Equipment Annual Audit provides for System Credit. Individual components approved after inspection Acceptance Slow to evolve beyond Simple Rotating Machinery Needs Evidence of Strong Element of Crew Training and Retention

Statement by DNV On CBM

Legislation
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ISM
The ISM Code was amended in July 2010
ISM Code Amendments OLD NEW
1.2.2 Safety management objectives of the Company should, inter alia: .2 establish safeguards against all identifiable risks and assess all risks to its ships, personnel and the environment and establish appropriate safeguards;

Objectives (1.2.2.2)

1.2.2 Safety management objectives of the Company should, inter alia: .2 establish safeguards against all identifiable risks;

ISM has supported Vessel Risk Assessment but not a Formal Requirement New Code requires Risk Based Approach to Vessel Management Does the New Code Approach Support/Promote CBM ???

CONCLUSIONS
Commercially Proactive Maintenance is more Cost Effective than Reactive Maintenance

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However CBM is not a Panacea for all Conditions and Equipment and should be considered against the cost and impact of failure (E.G. A Reefer Compressor Versus a Turbo Charger Rotor) While CBM has a shore based, effective track record, do the Vagaries of Shipping such as :Unpredictive Manpower Availability and Quality Voluntary Training Investment Sporadic Shore Support

Limit CBM Development, Legislative Acceptance and Future Development?

Ladies & Gentlemen I thank you for your patience during the above presentation and now throw the Floor open for Questions