Topic 1- Maintenance System Latest

7/26/2019 Topic 1- Maintenance System Latest

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Topic 1Maintenance, repair and re-assembly ofshipboard plant and equipment maintenancewere base on running hours.Identification and description:-

a. Planned Maintenance Systemb. Preventive Maintenance Systemc. Condition Base Monitoringd. Shipyard Maintenance


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Introduction:Engineer are on board ship to ensure the safe and efficientoperation of machinery, safe and efficient operation of anyindividual tem of machinery, whether it is a small domestic hotwater pump or the main engine, requires regularmaintenance.Maintenance requires manpower and time in some instance

these are not always available.Many ship now operate with only three engineers on boardand short periods in port provide little time to carry outmaintenance. Performance and condition monitoringtechniques are therefore being used more and more toprovide information as to when machinery needs overhauling,and to keep the engine at its optimum for maximum fueleconomy.There are various maintenance scheme that can be followed

and these can be depicted using block diagram in Figure A


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Maintenance

Maintenance carried

out irrespective ofmachinery condition

Schedule Maintenance Condition BaseMaintenance

Corrective MaintenancePlanned Maintenance

Calendar or hours

based

Dictated by the

performance or physicalstate of the machine

Based upon trend analysis

of condition parameters

Figure B4. Maintenance Schemes


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1. Preventative or scheduled Planned Maintenance

Maintenance is carried out at predetermined intervals, eithercalendar hours base, maintenance is undertaken irrespective ofmachinery condition.

2. Corrective/Breakdown Maintenance

Repair of particular item when it fails, This is not an ideal situationand is only suitable for inconsequential items which can only bemaintained on a repair by replacement basis.

3. Condition Based Maintenance

This is dictated by the performance or physical state of the machineand is undertaken when operating conditions have deterioratedbelow a satisfactory standard


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Define maintenance and its objectives

Maintenance definition the routine and recurring process ofkeeping a particular machine or asset in i t s no rm al operat ingcond i t ion so that it can deliver its expected performance orservice without caus ing any loss o f t ime on acco unt o faccidental dam age or breakd ow n.

The m ost ob jec t ive of the maintenance function is themaximization of availability of equipment or facilities so as toextend help for achieving the ul t im ate go als of theorganizat ion . Another important objective of maintenance is the

establishment of safe wo rk ing condi t ion bo th for operat ingm aintenance person nel .


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Maintenance Objectives

Maximising production or increasing facilities availability atthe lowest cost and at the highest quality and safety standards.Reducing breakdowns and emergency shutdowns.Optimising resources utilisation.

Reducing downtime.Improving spares stock control.Improving equipment efficiency and reducing scrap rate.Minimising energy usage.Optimising the useful life of equipment.Providing reliable cost and budgetary control.Identifying and implementing cost reductions .


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Maintenance Objectives Chart

MAI

NTENAN

CE

Reduce Breakdowns

Reduce Downtime

Improving EquipmentEfficiency

Improving InventoryControl

Implementing CostReduction

Maximising Production

OptimisingResources Utilisation

Optimising Useful Lifeof Equipment

Minimising EnergyUsage

Providing BudgetaryControl

Figure 2.3 Maintenance Objectives


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Planned maintenance ;

an organized type of maintenance which takes care of other aspectssuch as con t ro l and records required for this type of work.

The work is planned before proceed to avoid failures. It decides not onlythe when and what of maintenance work , but also by whom it would beundertaken. To meet the requirement of the planned maintenance.

Types of Maintenance

Preventive M aintenance (PM ) or Scheduled Planned Maintenance

Corrective/Br eakdown M aintenance (CM )

Predictive M aintenance (PDM )/Condition Based M aintenance(CBM )

I mprovement M aintenance (I M )


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Preventive Maintenance (PM)

It is a set of activities that are performed on plant equipment,machinery, and systems before the occurrence of a failure in orderto protect them and to prevent or eliminate any degradation in theiroperating conditions.

the maintenance carried out at predetermined intervals or accordingto prescribed criteria and intended to reduce the probability offailure or the degradation of the functioning and the effects limited.

The advantage of applying preventive maintenance activities is tosatisfy most of maintenance objectives.


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Preventive Maintenance (PM)It is good for those machines and facilities which their failure wouldcause serious production losses.

Its aim is to maintain machines and facilities in such a condition that breakdowns and emergency repairs are minimised.

Its activities include replacements, adjustments, major overhauls,inspections and lubrication

Subdivided preventive maintenance into different kinds according tothe nature of its activities:

1. Routi ne maintenance which includes those maintenance activitiesthat are repetitive and periodic in nature such as lubrication, cleaning,and small adjustment.


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2. Running maintenance which includes those maintenanceactivities that are carried out while the machine or equipment isrunning and they represent those activities that are performed

before the actual preventive maintenance activities take place.

3. Opportuni ty maintenance which is a set of maintenanceactivities that are performed on a machine or a facility when anunplanned opportunity exists during the period of performing

planned maintenance activities to other machines or facilities.4. Window maintenance which is a set of activities that arecarried out when a machine or equipment is not required for adefinite period of time.

5. Shutdown preventive maintenance , which is a set of preventive maintenance activities that are carried out when the production line is in total stoppage situation.


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Corrective/Breakdown Maintenance (CM)

In this type, actions such as repair, replacement, or restore will be carried out after the occurrence of a failure in order toeliminate the source of this failure or reduce the frequency of its occurrence.

This type of maintenance is subdivided into three types:

1. Remedial maintenance , which is a set of activities that are performed to eliminate the source of failure withoutinterrupting the continuity of the production process.

2. Deferred maintenance , which is a set of correctivemaintenance activities that are not immediately initiated after

the occurrence of a failure but are delayed in such a way thatwill not affect the production process.

3. Shutdown corrective maintenance , which is a set of corrective maintenance activities that are performed when the

production line is in total stoppage situation.


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The main objectives of corrective maintenance are the maximisation of the effectiveness of all critical plantsystems, the elimination of breakdowns, the elimination of unnecessary repair, and the reduction of the deviations fromoptimum operating conditions.

The difference between corrective maintenance and preventive maintenance

is that for the corrective maintenance, the failure should occur before any corrective action is taken.

Corr ective maintenance is diff erent fr om run to failure maintenance

in that its activities are planned and regularly taken out to keep plants machines and equipment in optimum operating condition.


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Predictive Maintenance (PDM)Predictive maintenance is a set of activities that detect changes in the

physical condition of equipment (signs of failure) in order to carryout the appropriate maintenance work for maximising the service lifeof equipment without increasing the risk of failure.It is classified into two kinds according to the methods of detecting

the signs of failure: Condition-based predictive maintenance Statistical -based predictive maintenance

Condition-based pr edictive maintenance depends on continuous or periodic condition monitoring equipment to detect the signs of failure.Stati stical-based predictive maintenance depends on statistical datafrom the meticulous recording of the stoppages of the in-plant itemsand components in order to develop models for predicting failures.


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Improvement Maintenance (IM)

It aims at reducing or eliminating entirely the need for maintenance.This type of maintenance is subdivided into three types as follows:

1. Design-out maintenance which is a set of activities that are used toeliminate the cause of maintenance, simplify maintenance tasks,or raise machine performance from the maintenance point of view

by redesigning those machines and facilities which are vulnerableto frequent occurrence of failure and their long term repair or replacement cost is very expensive.

2. Engineer ing services which includes construction and constructionmodification, removal and installation, and rearrangement of

facilities.3.Shutdown improvement maintenance , which is a set of improvement

maintenance activities that are performed while the productionline is in a complete stoppage situation.


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Types of MaintenanceMAINTENANCE

UNPLANNEDMAINTENANCE

(REACTIVE)

BREAKDOWNEMERGENCY

PLANNEDMAINTENANCE(PROACTIVE)

CORRECTIVEMAINTENANCE

REMEDIALDEFERRED

PREDECTIVEMAINTENANCE

CONDITION -BASED

STATISTICAL -BASED

PREVENTIVEMAINTENANCE

ROUTINERUNNING

DESIGN - OUTENGINEERINGSERVICES

WINDOW

IMPROVEMENTMAINTENANCE

SHUTDOWNCORRECTIVE

SHUTDOWNPREVENTIVE

SHUTDOWNIMPROVEMENT

Shutdown Maintenance

OPPORTU-NITY

Figure 2.4 Maintenance Types


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2.7.1 Performance MonitoringThis entails regular monitoring of the combustion condition,engine pressure and temperatures to determine engine

condition. Combustion monitoring is carried out to ensure theengine is operating at peak efficiency to ensure maximumfuel economy. Fuel quality can have a great effect on engineoperation and combustion monitoring allows timingadjustments to be made to take poor quality fuel into account.Engine fuel pump timing is usually carried out statically, withthe engine stopped. Whereas performance monitoringsystems allow the timing to be checked dynamically.

Combustion monitoring is usually carried out by taking a setof draw or power cards (see indicator Diagrams 2.2.7). Not allengines have the facility to take power cards. however,electronic combustion monitoring equipment is tted on manynew vessels.


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Early electronic indicators were basic oscilloscopes whichtook signals from a sensor on the engine ywheel and a

pressure transducer fitted to the indicator cock. Modemsystems use computers and performance monitoringsoftware to display more parameters and have built indiagnostic capabilities.Sensors can also monitor fuel pump pressure, performanceof turbochargers and air coolers, scavenge and exhausttemperatures, and cylinder pressures and temperatures.Parameters may also be compared with model curves underideal conditions and trends can then be shown graphically

and printed off. At ypical system block diagram is shown inFigure 85.


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Cond i t ion m on i to r ing

Condition monitoring can be dened as an assessment on acontinuous or periodic basis of the mechanical condition ofmachinery, equipment and systems from the observations and/or measurements of selected parameters .Some of these measurement methods are:

Human senses, such as sight, smell, touch, etc.Pressure/temperature monitoring.Vibration analysis.Oil analysis.

Piston ring & liner wear (SlPWA).Ultrasonic's.Strain gauges.Fibre optics.


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Traditional watchkeeping operations used human senses forcondition monitoring as the watchkeeper would inspect allmachinery visually and feel for any hot bearings. The

watchkeeper could also listen to bearings by placing ascrewdriver on the bearing cap and against the ear. The ChiefEngineer would also monitor trends visually in the engine logbook. The main problem with human senses is the componentis usually in an advanced state of deterioration when it isdetected - it is too late when the paint on the bearing housing isobserved to be blistering with heat.Pressure and temperature monitoring have already beenmentioned under performance monitoring and perhaps the other

frequently used methods on board ship are oil and vibrationanalysis. Static inspections of components such asturbochargers using horoscopes are also used and straingauges may be found on large tankers and bulk carriers for hull

stress monitoring.


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Oil An alysis All machinery with moving parts will wear. This wear debris will betransported away by the lubricating oil. Under normal operation the amountof debris will be small and should not give cause for concern.

Oil analysis involves taking a sample of oil from the machine and sending itto a laboratory tor analysis. The key to getting meaningful results is toensure the sample taken is representative of the oil in the system. Thesample should be taken from a position where the oil is in full ow and not

from lter or cooler drains. The lubricant should also be at its normaloperating temperature and a few liters should be drained from the samplingline before lling the sample bottle. Samples should not be taken after freshoil has been added to the system.

Samples should be taken at three monthly intervals and analyzed forviscosity, water, insoluble, base number and wear metals, as shown inTables 6 and 7. It is important to monitor trends in wear metals and if theseshow an increasing trend then a more in-depth analysis, such asferrography, should be carried out. This determines the size and type ofwear debris as the wear particles have distinctive characteristics such as

rubbing wear, fatigue chunks, severe wear and Cutting wear.

Typically samples are taken from the main and generator engines and


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Typically samples are taken from the main and generator engines andsterntube system, however, other systems, such as steering gear and deckhydraulic systems are just as important. The majority of breakdowns inhydraulic systems are due to a deterioration in the cleanliness of the oil,either due to water or wear and contaminant debris. Particle counts can beused to determine the oil's cleanliness level.

Contaminants in a hydraulic system can lead to three types of failure .

1. C at as t ro p h i c f ai lu r e - This is where a component ceases to operate. If the

damage is severe the oil will be contaminated with debris and morecomponents in the system could become damaged.

2. Interm ittent failure - This is perhaps the most common problem and iscaused when dirt or wear debris is large enough to prevent a valve from seatingor causing an obstruction to a small orice. The dirt may eventually wash away

and the system will function normally. This type of intermittent fault results in anunreliable system, with ship's staff wondering when the next breakdown willoccur.3. Degradation failure - Wear and erosion of components increasesclearances and damages valve seats and seals. This causes imprecisecontrol and a reduction in efciency. lf wear is occurring this willescalate and eventually cause catastrophic failure.


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Vibration Monitoring

machines vibrate. Vibration should be at a low level ifmachines are correctly balanced, aligned, and fastened down;and if bearings, gears and drive belts are in good condition.Should any of the above begin to deteriorate the vibrationlevel will increase. Defects also have characteristic vibrationsignatures that can be used to identify the cause of the

vibration.

Vibration monitoring can therefore be used to determine thecondition of a machine. Overhaul should be carried out when

the vibration reaches a pre-determined level. SomeClassication Societies accept vibration monitoring readingswhen surveying rotating machinery and, providing thereadings show a satisfactory trend, the machine can besurveyed without being opened up.


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Vibration is usually measured in velocity (mm/ s) andacceleration (m/s2 or g's). Readings are taken on the machine,usually closest to the bearings, in the vertical, transverse andaxial directions. Measurements should be taken monthly andtrends monitored. lf the vibration level at one point starts tomeasurements can be taken more frequently and a harmonicanalysis carried out.The overall vibration level of a machine is made up of vibration

at different frequencies and amplitudes. For instance, gearswill produce high frequency. low amplitude vibration, whereas,unbalance is at lower frequencies (machine RPM) and of highamplitude. There may also be vibration from misalignment,

loose holding down bolts and other sources such as the mainengine. The vibration meter sees all these and combinesthem into an overall value. Most modern vibration monitoringsystems nowhave the ability to analyses the different frequencies. A typicalvibration signature is shown in Figure B6.


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Responsibilities In Dry-Dock / Repair Facility


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Responsibilities In Dry Dock / Repair Facility

Dry-docking of a ship is a routine activity; however, it is an activity that isconsidered a major project where large expenses for repairs and offhire areincurred over a shortest possible period. It forms a critical part of shipsoverall maintenance policy affecting safety, and requires detailed planning,preparation and stringent project cost control by competent persons.

Conduct of periodic dry-docking for cargo ships must be done in a cost-effective manner to fulfil requirements of Owners, Classification societies andto ensure a safe, reliable and efficient vessel operation.

The Master and Shipboard Management Team are responsible for:

The Safety of the crew, passengers, supernumeraries, cargo and the

vessel. N.B. under certain circumstances passengers & cargo may beon board.The implementation of statutory regulations.The implementation of the Companys Quality Policy & Safety andEnvironmental Policy.

Adhering to the local repairers safety requirements/regulations .


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Advising all members of the crew, and passengers, of the necessarysafety requirements by posting notices, instructions with regard to the

use of safety equipment, and holding meetings.Ensuring that a Fire Control Plan is posted outside the deckhouse inaccordance with SOLAS Chapter II.Provision of information to the repair facility representative inaccordance with the Companys Hot Work Procedure.

The signing of gas free certificates for enclosed spaces as passed bythe Chief Officer.The Authorization of Hotwork within the confines of the repair facility orrepair berth in accordance with company regulationsThe stability of the vessel whilst afloat or in the dry-dock or floatingdockOrganizing emergency procedures and contact details and informinghis crew, supernumeraries and passengers about these.Safe application of testing procedures e.g. X-Ray of welding seams.The security of the ship.Ensuring the ship is appropriately manned during the repair period.


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Planning & Pre-Award PhasePre-planning for the next dry-docking starts on the first day after leavingthe yard. Relevant items not completed during the repair period are

transferred to the new Defect List along with new items as arising.The detailed Defect Report must be prepared according to best industrypractice including reference to enclosed drawing, sketch or photograph,and described as well as possible giving number, size, specs, dimension,material, colour and access/location.It is the Shipboard Management Team s (SMT) responsibility to providethis information by completing and forwarding the Defect Report forms tothe office. If necessary, the responsible superintendent shall visit thevessel well in advance of the intended dry-docking / major repairs forverification of all repair works and clarify any additional work that hasemerged in order to finalise the specification also take into account costbenefit analysis of repair or replacement as applicable during thisprocess.The quality of the Defect Report will reflect on the ability of the SMT andthe Company to the Owners, therefore all efforts must be made toproduce a professional document.

As much information as possible should be provided on the Defect Report


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As much information as possible should be provided on the Defect Reportitem, such as:

1. Maker, type of equipment/machinery2. Details of defects, symptoms, actions already taken to rectify & results3. Spares needed and if they can be hand carried by technician4. Whether any parts are to be landed for replacement, inspection or

repair, including their size, weight, if any crane or barge was required.Landing Report must also be completed.

5. Any access work, removals, cutting of deck or shell, stagingrequirements, hot works

6. Provide copies of manual pages, drawings, or hand-drawn sketch,photographs

7. Line sketches of pipes to be repaired with flange sizes, material,pressure rating

8. Bolt sizes, PCD (pitch circle diameter), number of bolts, material, type,

head type9. Testing requirements, class certification needs, priming, heat treatment,

calibration10.Details of location by frame number, which hold, height, compartment,

draught mark, strake

11.Preparatory cleaning works, cooling down, gas-freeing, sludge removal


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A copy of the specification must be sent to the Ship, where the Master isto provide a copy to Chief Engineer and other members of the SMTmembers as necessary. The Master and Chief Engineer shall ensure thatall required supplies, service engineers, Class, Flag and insurancesurveyors, paint supplies, sub-contractors and agents for the dry-dockingare requisitioned via the PM / TC, and shall keep them fully updated onthe vessels schedule. The Master and Owners must be kept fullyinformed of the supply arrangements by the office.The Master shall detail any cleaning, gas freeing, slop disposal or otherpreparatory works to the office well in advance of the repair or dry-docking dates and discuss the arrangements and schedules in detail withthe office, ensuring the best use of resources and time.The cleaning plan submitted to the office should include as a minimum:

Cargo lines washing and Tank Cleaning operations

Ballasting operationsIG purging and gas freeing operationsTrim/stress/stability at each stage

Any chemical and fresh water requirements to be supplied by themanagement office


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The Master shall report the progress of the cleaning works and ETAreadiness for the repair port on a regular basis to the superintendentand Owners. The Master shall endeavour to attend any repair items onthe defect list that can be possible to repair safely and within the shipscapability whilst in service and report the progress to the officeperiodically.In the interests of time/cost economy, sea-going maintenance (SGM)teams are employed by the Company in certain circumstances in orderto undertake work either before, during, or after the scheduled dry-

docking, with Owners permission. As a rule, repair items which can bepossibly repaired in service are not to be included in the dry-dockspecification however exceptions are possible. Master is to asksuperintendent for a SGM team if he considers them useful, specifyingthe number and type of workers needed.


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Dry-docking Progress

After the repairer has been appointed, the superintendent shall notifythe Master of the following:-

The repair period.The nominated repair facility.The required arrival condition with respect to draft, trim, cleaning

& gas freeing etc. Any pre-docking work by the crew or SGM team or sub-contractors.The work scope to be undertaken by the repairer.The work scope to be undertaken by ships staff at the repair yard.

No hotwork or risk-related works by Crew or Owners employed SGMor Sub contractors shall be permitted without a specific yard writtenapproval during the repair period, and all company rules will apply.

On vessels arrival, superintendent is to arrange a Safety Meeting with the


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Repair Facilitys Safety Officer and vessels Senior Officers. The meeting isto follow a minuted agenda which includes:

1. The repairers safety regulations and requirements2. The repairers procedures for enclosed space entry/hot work3. Procedures if ships staff/sub -contractors to undertake hot work.4. Communications, contacts in the event of an emergency.5. A Schedule for regular safety meetings throughout the repair period. The

repairer is to be provided with the following information:6. The vessels tank plan, including the last cargo and the disposition of all

fuel and lubricating bunkers, (these tanks to be clearly marked withdemarcation lines.)

7. Any envisaged transfer of oil.8. The disposition, quantities and characteristics of all dangerous goods,

chemicals, petroleum, combustible materials, flammable gases and

paint stores etc.9. The details of the ships fire-fighting plan and equipment and its status.10.Provision with up-to-date and concise details of the envisaged repairs

involving Hotwork.11.Any subsequent deballasting details.12.Notification of areas where Hotwork is to be excluded i.e. use of ring

fencing etc.

1 Daily Progress & Safety Meetings


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1.Daily Progress & Safety Meetings

For each day, during the repair period, the repair facility will make thenecessary arrangements for a meeting between the Repair Facilitys

Representatives, the Owners Representative and the ships staff.The agenda of the meeting is to include but not be limited to:1. Progress of the work list items.2. Items of work to be carried out on that day.3. Modifications to the work specification.4. Review of Safety & Environmental Protection requirements.5. The time of this meeting will be as agreed by the Owners

Representative.

Flood Up Procedures


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Immediately prior to flooding up, the Master, Chief Officer, Chief Engineer andsuperintendent together with the Dock Master, Paint Manufacturers inspectorand Ship Repair manager will carry out a final dry-dock inspection to ensurethat all dock work has been completed and the vessel is in a fit condition tofloat.1. All bottom and rudder plugs are secure in position (note: Chief Officer is

responsible for the safekeeping of removed Bottom & Rudder plugs duringthe dry-dock period);

2. All scupper plugs have been removed;3. Paintwork has been adequately cured;4. Propeller/Thruster blade / Stern Tube(s) seals are free from leakage;5. Propeller / Thruster blades are correctly secured;6. Sea chest / Thruster Tube grids are correctly secured;

7. All contractors equipment, staging and loose objects have been removedfrom the dock bottom;8. All tapes / tallow applied on anodes for pain protection have been cleared;9. Covers for echo sounder, impressed current system have been secured;10.Rudder test has been performed and propeller is free to turn;11.No other leakages are evident;12.General inspection of hull to ensure readiness for flooding.

The Chief Engineer is to confirm to the superintendent that all shipside sea


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valves and associated pipe work have been closed up. The Chief Officer is toconfirm with the Dock Master and report to the superintendent that all non-essential connections have been removed and that the vessel is correctlymoored in order to hold its position once afloat.The SMT are to confer with the superintendent, Dock Master and ShipRepair Manager to confirm that adequate personnel are standing by to checkships spaces for ingress of water. The order to commence will be given to theMaster.During flooding up, the flooding is to be suspended one foot before the

vessel leaves the blocks and all sea valves are to be fully opened and closedto the satisfaction of the Chief Engineer and superintendent. The SecondEngineer is responsible for the co-ordination of the transfer of electricalpower from shore to ship supply when flooding level is sufficient andgenerator sea water cooling systems have been proved tight.During flooding an effective communication system is to be maintained toensure that in the event of any evidence of lack of stability or untowardingress of water being detected, the flooding operation may be halted withoutdelay. On completion of flooding, the SMT, superintendent and Ship RepairManager will confer. The order to move out of the dock will be given by theMaster.

Completion


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Upon completion of the repair works the vessel is to sail from the yard in asafe condition as soon as possible. It is essential however, that adequatefunction tests and inspections are carried out under the supervision ofsuperintendent of all safety systems and systems that had been disturbedduring the repair period.

A Critical Operations Checklist must be compiled in order to ensure that allcritical equipment, such as key navigational, propulsion, steering, cargo,ballast, fire and gas detection systems are tested. Also to be included is thereplacement of bottom plugs, anodes, sea chest valves correctly set and

ensuring echo sounder and Doppler transducers are cleared and writtenconfirmation that all personnel are adequately rested before departure.Final cleaning of machinery spaces, accommodation and other areas whererepairs have been carried out is to be completed as soon as possible afterdeparture. Systems are to be flushed as applicable. The superintendent, in

consultation with the Master and the office, will evaluate the need for hisfurther attendance aboard during the ensuing passage(s) taking account itmay be advantageous for him to remain at the shipyard to negotiate theaccount with the contractor(s). If required, superintendent to join the vesselfor the first voyage and/or until the first cargo has been lifted.


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The Work Done Report of the contractor must be checked by thesuperintendent with the assistance of the Shipboard Management Team

and appropriate comments made regarding the quality and effectiveness ofthe works.The superintendent shall ensure to obtain from the contractor allcalibrations, drawings and calculations relating to the work carried out andreturn all ships property (special tools etc) to the ship before departure.

The quality of the work performed, seaworthiness and safety is finallyverified by the Classification Society /Flag state surveyor who will issueappropriate certificates. It is the Masters responsibility to ensure that hehas all the correct certificates and endorsements on board prior to sailing.Copies of all new certificates or endorsements must be sent to the officeThe Master is to send a daily performance messages to the office for thefirst 15 sailing days after a dry-docking or major repairs. This messagemust include the condition of the stern tube and details of any leakagethereof if applicable.

Damage Repairs


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g pWhen damages occur, they shall be repaired in order to re-establish thestatus to the damage. It is the responsibility of the SMT to implement theRepair Procedure. Defects and damages are generally notified by the SMT totheir Regional Office using the Defect Report by email, by telephone or byfax/telex.In the case of serious damage, that which could compromise the vesselsseaworthiness or is likely to incur delays and off hire, advice should be madeby telephone to the office or to the advised out of hours contact numbers asappropriate. Should the safety of the ship or the efficiency or completenessof its life-saving appliances or other equipment be affected, SOLAS, Chapter1,) shall apply The following information should be provided:

1.As much detail of the nature and extent of the damage as possible.2. Advice as to the extent to which ships staff can undertake correctiveaction without compromising safety, and the estimated time to carry out the

proposed work.3.The criticality and urgency of the matter.4. If outside contractors assistance is required.5.What spare parts, equipment or materials are required.6.If the damage is likely to result in an insurance claim.

7.The involvement of any third party8.Details of any surveyor requested to attend.


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The Master has the overriding authority to immediately call in a local repairerand classification surveyor according to the criticality of the situation. TheMaster shall place every facility at the disposal of the Classification Surveyorfor expediting their survey and thus reflect the favorable standing of theships assistance and co -operation in the surveyors estimation.

In the circumstance of a survey being carried out by an UnderwritersSurveyor (which will usually be with a Company Representative in

attendance), the Master shall provide the Surveyor with Log extracts andStatements of Fact only. Minor repairs are planned and specified by the SMT,and are executed after clearance by the superintendent at the times andplaces found most suitable. Major repairs requiring considerable outsiderepairs assistance shall be planned in co-operation with the superintendent

in order to optimize time and resource and thus minimize off hire time.

THE END

Plann ed Maintenance System (PMS) on b oard th e ship


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y ( ) pThe PMS - Planned Maintenance System is a paper/software-basedsystem which allows ship owners or operators to carry out maintenance inintervals according to manufacturers and class/Classification societyrequirements.The maintenance, are supervised by the on board personnel, is thencredited towards inspections required by periodic surveys.The planning and scheduling of the maintenance, as well as itsdocumentation, must be made according to a system that is approved byclassification societies.They are member of International Association of Classification Societies(IACS) consists of: American Bureau of Shipping (ABS)Bureau Veritas (BV)China Classification Society (CCS)

Det Norske Veritas (DNV)Germanischer Lloyd (GL)Korean Register of Shipping (KR)Lloyd's Register (LR)Nippon Kaiji Kyokai (NK)

Registro Italiano Navale (RINA)Russian Maritime Re ister of Shi in RS

Many governments also delegates the classification societies to provide


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Many governments also delegates the classification societies to providestatutory certification on their behalf.Having a planned maintenance system on ships is now mandatory as perISM (International Safety Management Code).

Classification Societies are:Independent organizationsMission to safeguard life, property and the environment.Establish and administers standards for hull and machinery requirementsfor:

1. Design2. Construction3. Periodic survey

Issues class certificates.Classification surveys conducted throughout the service life of the ship areas follows:-

Annual survey every yearIntermediate survey every 2.5 yearsSpecial periodical survey every 5 yearsDrydocking survey every 5 yearsTailshaft survey every 5 yearsBoiler survey every year, 2.5 years and 5yrs

The Planned Maintenance system for the U.S. Navy was established by


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Anthony J Ruffini in 1963 Development of computers give a new boost toPlanned Maintenance programs in shipping.In 1984 the first Planned Maintenance software specially designed forships use was marketed.Named Asset Management Operating System (AMOS-D) it ran in DOS,but the development of Windows software gave new boost and today thereare a variety of Planned Maintenance programs for shipping use.

Planned Maintenance Systems requirements.Research was performed by insurance companies during the 1980sshowed a significant decrease of breakdowns and damage to ships withPlanned Maintenance systems (PMS).The same research also showed an increase in reliability and safety onboard. In 2001 the IACS (International Association Of ClassificationSocieties Ltd) published requirements for Planned Maintenance systemson board.Further regulation was added by ISM (International Safety ManagementCode), chapter 5, section 10.

1. Today, there is a minimum requirement that one Planned MaintenanceSystem program (PMS) must contain:


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System program (PMS) must contain:2. The description and documentation of the Planned Maintenance system

are to be in the English language.3. Reports in Planned Maintenance system should be in English, except when

not suitable for the crew. In that case a brief English summary is required.4. Equipment manufacturer requirements. Or makers recommendation as per

maintenance manual.5. Inventory content, i.e. items/systems have to be included in the

maintenance program.

6. Maintenance time intervals, i.e. time intervals at which the maintenance jobs are to take place as per makers guidance and recommendations .7. Maintenance instructions, i.e. maintenance procedures to be followed.8. Maintenance documentation and history, i.e. documents specifying

maintenance jobs carried out and their results.9. Reference documentation, i.e. performance results and measurements

taken at certain intervals for trend investigations from delivery stage.10. Document flow chart, i.e. chart showing flow and filling of maintenance

documents as planning cards, job cards etc.11. Signing instructions, i.e. who signs documents for verification of

maintenance work carried out.

For computerised Planned Maintenance systems there are several additional


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For computerised Planned Maintenance systems there are several additionalrequirements:

Each person working on system must have unique login ID and password.Computerized system must have adequate backup, either backup copy on board ora regular exchange of data between ship and office.Documentation on maintenance of the category "Classification Surveys" carried outon items/systems covered by the rules is to be signed by the Chief engineer.

Access to update the related maintenance documentation and the maintenanceprogram should only be granted to the Chief engineer.For ships trading in specific areas, e.g. ferries, planned maintenance systems using

other languages than English may be accepted.This arrangement is automatically cancelled in case of change of trade.

Computerised Planned Maintenance Systems for use in shipping industryThe development of computerised PMS was boosted by computer development,especially the development of Windows.

variety of PMS programs for shipboard use appeared, and gradually they becomemore and more sophisticated and complex.Producers recognized shipping needs and most of the programs today haveseveral (semi)independent modules and the customer (shipping company) canchoose what package they want to use.Programs today do not contain only maintenance, they offer almost all what is

needed on board the ship.

Most common modules in modern PMS system include:-


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Maintenance ( main and essential part of program)Stock ordering and purchase/procurementStock control (inventory)Safety managementQuality managementCrewing and staff /payrollSelf assessment

Modules can vary between different programs, but they are all based and builtaround main module, Maintenance.

MaintenanceThis module should meet requirements listed in ISM (International SafetyManagement Code), chapter 5, section 10.The database should be constructed according to the manufacturer'srecommendations, and good seamanship practice.The database should include all shipboard vital equipment, and all equipmentshould have a clearly defined maintenance plan according to makersspecifications.Performed tasks should be kept in the system as well as notes from crewmembers performing the task.

Survey of various machinery components is performed usually with regular


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Survey of various machinery components is performed usually with regularClass surveyor inspection, and it is based on schedule given in ContinuousMachinery Survey, Surveyor comes to ship several times per year andinspects various machinery components, determining their condition.

Inspection is scheduled every five years and the system is intended toassure good functionality of ship's machinery and therefore safety of theship. As PMS is increasing overall safety and reliability of the ship, Classsocieties allow another form of Survey to be performed on the ships withwell established PMS.

Most of CSM inspections (all except steering gear and pressure vessels) iscarried out by Chief Engineer, based on regular PMS jobs, and Classsurveyor is coming on board the ship only once a year to inspect itemsChief Engineer is not entitled to and to check what items were inspectedsince last Class inspection.

A continuous survey of machinery in which the various items are opened forsurvey in rotation may be conducted. In general, 1/5 of the machinery isexamined each year with a five year interval between examination of each

item.

International Safety Management Code (ISM).


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y g ( )The ISM Code provides an International standard for the safemanagement and operation of ships and for pollution prevention .

The purpose of ISM Code is:To ensure Safety at SeaTo prevent human injury or loss of lifeTo avoid damage to the environment and to the ship.

SOLAS adopted the ISM Code in 1994 and incorporated it into chapter IX.By 1998 much of the commercial shipping community was required to bein compliance with the ISM code. By 2002 almost all of the internationalshipping community was required to comply with the ISM Code.

In order to comply with the ISM Code, each ship class must have a workingSafety Management System (SMS). Each SMS consists of the followingelements:Commitment from top management

A Top Tier Policy Manual

A Procedures Manual that documents what is done on board the ship


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A Procedures Manual that documents what is done on board the shipProcedures for conducting both internal and external audits to ensure the ship isdoing what is documented in the Procedures Manual

A Designated Person to serve as the link between the ships and shore staff

A system for identifying where actual practices do not meet those that aredocumented and for implementing associated corrective actionRegular management reviews

Another part of the ISM is the mandatory Planned Maintenance System whichis used as a tool maintaining the vessel according to the specified

maintenance intervals.Each ISM compliant ship is audited, first by the Company (internal audit) andthen each 2.5 to 3 years by the Flag State Marine Administration to verify thefulfillment and effectiveness of their Safety Management System.Once SMS is verified and it is working and effectively implemented, the ship isissued with The Safety Management Certificate.

Comments from the auditor and/or audit body and from the ship are incorporatedinto the SMS by headquartersThe ISM Code was created by IMO and Capt. Graham Botterill, Specialist

Advisor to the House of Lords in the UK on ship safety, among others

Work planning.


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Maintenance facilitates detailed work instructions ensuring maintenancework is carried out in accordance with company and industry regulations.Jobs are displayed in a maintenance board for the vessel, offering fulloverview of upcoming, due and overdue jobs.

Stock and supplies

Star Maintenance enables vessel crew to control stock and planreplenishment. Material requisitions are created and issued directly to avendor or to the purchasing department. When materials are received

onboard, receipt and deviations are registered into the system for follow-up.Built in compliance

Maintenance is in compliance with all maritime and standardsorganizations. The system is type approved by DNV and approved by mostclass societies; ensuring work is planned in compliance with internal andexternal regulations. For example, Maintenance records change logs for all

job changes, NOx certificate numbers are controlled, and critical equipmentcan be tracked.

Maintenance to:Implement company standard for maintenance


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Implement company standard for maintenancePlan preventive maintenance workGenerate common work instructionsSchedule maintenance jobs

Generate work ordersReport work doneReport corrective work doneKeep stock and handle suppliesIssue material requisitions and purchase ordersHandle receipt and report deviations

Control plant inventoryProvide reports, statistics, and KPIsReplicate data between vessel

Replication.Maintenance can be used as a stand-alone solution or in interaction with an officebased hub for fleet management.Data from the vessel is replicated/imitation to the hub using SIS highly reliablereplication engine. When used in the office, Maintenance provides a full overview ofthe fleet maintenance, including detailed information for each vessel. Maintenanceroutines, instructions and equipment details can be updated and distributed tomultiple vessels, and internal messaging and notifications facilitate for knowledgesharing.


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ISMInternational Safety management Codes.

[Chapter 5 Section 10]

Maintenance of the Ship andEquipment

10 M i f h Shi d E i


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10 . Maintenance of the Ship and Equipment.

10.1 The Company should establish procedures to ensure that the ship ismaintained in conformity with the provisions of the relevant rules andregulations and with any additional requirements which may be establishedby the Company.

10.2 In meeting these requirements the Company should ensure that:.1 inspections are held at appropriate intervals;.2 any non conformity is reported, with its possible cause, if known;.3 appropriate corrective action is taken; and.4 records of these activities are maintained.

Procedures should be developed to ensure that maintenance, surveys,

repairs and dry-docking are carried out in a planned and structured mannerwith safety as a priority.

All personnel responsible for maintenance should be suitably qualified andfamiliar with national and international legislation as well as classificationsociety requirements. The shore-side management team ashore shall

provide technical support and advice to the seagoing staff.

Maintenance procedures should include:


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hull and superstructure life saving, fire fighting and anti-pollution equipment navigational equipment steering gear anchors and mooring equipment main engine and auxiliary machinery including pressurized systems cargo loading and discharge equipment tank venting and inerting systems fire detecting systems bilge and ballast pumping systems waste disposal and sewage systems communications equipment emergency lighting and gangways and means of access.

Maintenance procedures must also include work instructions to ensurethat machinery or systems undergoing maintenance have been renderedsafe prior to starting work i.e. that systems under pressure such as enginecooling water, oil fuel and steam systems have been securely isolated andde-pressurised.

Th C h ld f i i f i l b i d


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The Company should arrange for inspections of its vessels to be carriedout at regular intervals. These inspections should be executed incompliance with the appropriate procedures by competent and qualified

personnel. Records of maintenance, inspections, certificates and reportsmay be maintained both on board ship and ashore if consideredappropriate by the company.There should be procedures for reporting non-conformities anddeficiencies that should include a time scale for completion of correctiveaction.

It is the Companys responsibility to ensure that reports are investigatedand feedback provided to the reporting officer.

The Company should be seen to be providing support to enable the SMS

to function effectively.

10.3 The Company should establish procedures in its SMS to identifyi t d t h i l t th dd ti l f il f hi h


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equipment and technical systems the sudden operational failure of whichmay result in hazardous situations.The SMS should provide for specific measures aimed at promoting thereliability of such equipment or systems.These measures should include the regular testing of stand-byarrangements and equipment or technical systems that are not incontinuous use.These equipments are commonly referred to as critical equipment .

10.3 The Company should establish procedures in its SMS to identifyequipment and technical systems the sudden operational failure of whichmay result in hazardous situations.The SMS should provide for specific measures aimed at promoting thereliability of such equipment or systems.

These measures should include the regular testing of stand-byarrangements and equipment or technical systems that are not incontinuous use.These equipments are commonly referred to as critical equipment.

10 4 Th i ti ti d i 10 2 ll th f d


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10.4 The inspections mentioned in 10.2 as well as the measures referredto in 10.3 should be integrated into the ship s operational maintenanceroutine.It is the Company s responsibility to identify critical systems andequipment.Once the critical systems have been identified, procedures should bedeveloped to ensure reliability of these systems or the provision ofalternative arrangements in the event of sudden failure.The procedures implemented should include the regular testing of stand-by systems in order to ensure that one failure does not result in the totalloss of that critical function.

Maintenance routines should include the regular and systematic testing of


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the all such critical andstand-by systems.

Crit ical equipm ent l is t ing s may inclu de: navigational aids including radar fire pumps including emergency fire pump(s) generators including emergency generator steering gear fuel systems lubricating oil systems emergency stops and remote closing devices communications systems main engine propulsion systems.

The auditor(s) should examine the measures which have beendeveloped to promote reliability including records, frequency ofinspection/testing and maintenance procedures.

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