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Inspection Capabilities for Enhanced Ship Safety
D4.2 (WP4): Stakeholders’ data requirements
Responsible Partner: BV
Contributor(s): USG, LR, RINA, GLAFCOS, DANAOS, APA
Dissemination Level
PU Public x
PP Restricted to other programme participants (including the Commission Services)
RE Restricted to a group specified by the consortium (including the Commission Services)
CO Confidential, only for members of the consortium (including the Commission Services)
This document is produced by the INCASS Consortium. The INCASS project is funded by the European
Commission under the Seventh Framework Programme (FP7/2007-2013). Grant Agreement n°605200
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 2 of 86
Document information table
Contract number: 605200
Project acronym: INCASS
Project Coordinator: University of Strathclyde Glasgow
Document Responsible Partner: Bureau Veritas BV
Deliverable Type: Report
Document Title : Stakeholders’ data requirements
Document ID: D4.2 Version: 4
Contractual Date of Delivery: 30/04/2014 Actual Date of Delivery: 07/05/2014
Filename: D4.2 Stakeholders’ data requirements
Status: Final version
Authoring & Approval
Prepared by
Author Date Modified Page/Sections Version Comments
USG 01/02/2014 All V0 Creation of the
document
All Partners 18/03/2014 All V1 Technical content
USG 25/04/2014 All V2 Technical content
update
Glafcos, TSI 04/04/14 Section 3.3 V3 Technical content
Iraklis Lazakis,
Konstantinos Dikis 07/05/14 All V4
Final technical
content, editing
Approved by
Name Role Partner Date
Document
Manager Kim Tanneberger WP Leader LR 07/05/2014
Document
Approval Iraklis Lazakis Project Coordinator USG 07/05/2014
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 3 of 86
Executive Summary
This document presents the analysis carried out as part of INCASS Deliverable 4.2
‘Stakeholders’ data requirements’ in order to initially specify the stakeholders’
requirements (i.e. Classification societies, ship operators, managers, owners and service
providers) for ship machinery and equipment for the three ship types that are considered
within the INCASS project (i.e. tanker, bulk carrier, container ship). Furthermore,
combine the aforementioned information with the outcomes of deliverable D4.1
‘Machinery and equipment requirement specification’ in order to derive the final list of
main machinery and equipment systems, sub-systems and components that will be
monitored and evaluated. Thus, this report scopes to lead on the final selection of ship
machinery and equipment systems that will be considered for monitoring. At first, the
analysis takes place by considering the main systems, sub-systems and variables to be
controlled for each ship type separately. Moreover, a comparative analysis takes place
summarising the main systems, sub-systems and components as suggested by the
Classification Societies and ship Operators/Manager/Owners/Service Providers.
Furthermore, the above stakeholders’ requirements for monitoring and storing of the
machinery and equipment inspection data and ways the data will be used are also
mentioned. Overall, as a result of the above, the ship machinery and equipment main
systems suggested for final elaboration can be summarised as: Main Engine (M/E),
Turbocharger (T/C), Pump systems including the Fuel Oil (FO) supply, Lube Oil (LO)
main and Cargo pump (Tanker ship only). For all of these main systems detailed sub-
systems are identified as well as parameters for controlling them.
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 4 of 86
Table of Contents
1 INTRODUCTION ................................................................................................... 10
2 CLASSIFICATION SOCIETIES REQUIREMENTS ............................................ 11
2.1 INTRODUCTION ......................................................................................................... 11
2.2 MOTIVATION WITH RESPECT TO MACHINERY MAINTENANCE .................................. 11
2.2.1 Failure records ................................................................................................ 14
2.3 BV - CONDITION MONITORING................................................................................. 15
2.4 LR - CONDITION MONITORING ................................................................................. 16
2.5 RINA - CONDITION MONITORING ............................................................................ 18
3 SHIP OPERATORS/MANAGERS/OWNERS/SERVICE PROVIDERS
REQUIREMENTS .................................................................................................. 19
3.1 INTRODUCTION ......................................................................................................... 19
3.2 MOTIVATION WITH RESPECT TO MACHINERY MAINTENANCE .................................. 19
3.3 THE KEY ROLE OF SERVICE PROVIDERS/INSPECTION COMPANIES ........................... 21
3.3.1 Inspection Companies contracted by shipowners .......................................... 22
3.3.2 Data Collection process .................................................................................. 23
3.4 SHIP MACHINERY CONDITION BASED MONITORING AND CONDITION BASED SURVEYS
...................................................................................................................... 29
4 COMPARATIVE SUMMARY FOR MACHINERY AND EQUIPMENT
SYSTEMS FOR ALL SHIP TYPES ....................................................................... 31
4.1 INTRODUCTION ......................................................................................................... 31
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 5 of 86
4.2 TANKER SHIP ............................................................................................................ 31
4.3 BULK CARRIER SHIP ................................................................................................. 33
4.4 CONTAINER SHIP ...................................................................................................... 35
5 COMPONENT DATA MODEL CONSIDERATIONS ......................................... 37
5.1 INTRODUCTION ......................................................................................................... 37
5.2 EXISTING APPROACHES ............................................................................................. 37
5.2.1 Yard specific coding systems ......................................................................... 38
5.2.2 SFI Coding and Classification System ........................................................... 38
5.2.3 Norwegian Standards NORSOK Coding System Z-DP-002 ......................... 39
5.2.4 ISO 13584 (PLib) ........................................................................................... 40
5.2.5 ISO 10303-226 WD Ship Mechanical Systems ............................................. 41
5.2.6 ISO 10.303-227 IS Plant Spatial Configuration ............................................. 41
5.2.7 CPC – Common Parts Catalogue ................................................................... 42
5.3 INCASS INITIAL CONCEPT FOR DATABASE STANDARDIZATION ................................ 43
6 CONCLUSION AND FUTURE STEPS ................................................................. 45
7 REFERENCES ........................................................................................................ 51
1 APPENDIX I LR ASSET MODEL ........................................................................ 53
2 APPENDIX II BV CONDITION MONITORING REQUIREMENTS ................. 57
3 APPENDIX III LR CONDITION MONITORING REQUIREMENTS ................ 59
4 APPENDIX IV RINA CONDITION MONITORING REQUIREMENTS............ 61
5 APPENDIX V MACHINERY SYSTEMS AND COMPONENTS FOR TANKER
SHIP ........................................................................................................................ 64
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 6 of 86
6 APPENDIX VI MACHINERY SYSTEMS AND COMPONENTS FOR BULK
CARRIER SHIP ...................................................................................................... 65
7 APPENDIX VII CONDITION MONITORING REQUIREMENTS FOR
CONTAINER SHIP ................................................................................................ 66
8 APPENDIX VIII MAIN SHIP MACHINERY SYSTEMS AND COMPONENTS ..
............................................................................................................................. 68
9 APPENDIX IX ENGINE ROOM, MAIN & AUXILIARY MACHINERY
SURVEY ................................................................................................................. 71
10 APPENDIX X AUXILIARY BOILER AND COMPONENTS VISUAL
INSPECTION .......................................................................................................... 74
11 APPENDIX XI COMPRESSORS VISUAL INSPECTION PROCESS ................ 75
12 APENDIX XII DIESEL ENGINES PERIODICAL SURVEY .............................. 76
13 APPENDIX XIII DAMAGE, WEAR CHARACTERISTICS AND FAILURE
CAUSES OF DIESEL ENGINES ........................................................................... 78
14 APPENDIX XIV DIESEL ENGINE COMPONENTS DAMAGE
IDENTIFICATION ................................................................................................. 79
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 7 of 86
List of Figures
Figure 1 Classification Data: Indicative Failures recorded by ship and machinery type.
Note: Axis without scale as this is only indicative to show what Class failure
records can provide (Source: LR) ................................................................ 15
Figure 2 Categories of Inspection Services offered on ship machinery and equipment
...................................................................................................................... 29
Figure 3 Sample of alarm history record ........................................................................ 68
Figure 4 Oil analysis results ........................................................................................... 69
Figure 5 D/G Engine principal particulars ..................................................................... 70
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 8 of 86
List of Tables
Table 1 Item list layout reasoning of inspection/collecting data for Tanker, Bulk
Carrier and Container ship ........................................................................... 21
Table 2 Example of key machinery systems/components reviewed during an Engine
Room visual inspection ................................................................................ 25
Table 3 Example of key machinery systems/components reviewed during a deck
equipment visual inspection ......................................................................... 25
Table 4 Deck Machinery for a P&I Condition survey.................................................... 26
Table 5 Engine Room, Main & Auxiliary machinery for a P&I Condition survey ....... 26
Table 6 Visual Inspection procedure for Auxiliary Boiler and components .................. 27
Table 7 Visual inspection procedure of Compressors .................................................... 27
Table 8 Inspection for Periodical Survey of Diesel Engines .......................................... 28
Table 9 Damages related to Diesel Engines ................................................................... 28
Table 10 Critical Ship Systems according to Classification Societies and Ship
Operators/Managers/Owners/Service Providers for Tanker Ship ................ 32
Table 11 Critical Ship Systems according to Classification Societies and Ship
Operators/Managers/Owners/Service Providers for Bulk Carrier Ship ....... 34
Table 12 Critical Ship Systems according to Classification Societies and Ship
Operators/Managers/Owners/Service Providers for Container Ship ........... 35
Table 13 Main Ship Machinery & Equipment Systems Selection According to All
Involved Partners .......................................................................................... 47
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 9 of 86
Nomenclature
Acronym Meaning BC Bulk Carrier BV Bureau Veritas CAD Computer Aided Design CBM Condition Based Maintenance CM Condition Monitoring CMS Condition Monitoring System D/G Diesel Generator E/R Engine Room ES Emergency FMECA Failure Mode Effects and Criticality Analysis F.O. Fuel Oil FTA Fault Tree Analysis IACS International Association of Classification Societies ID Identification INCASS Inspection Capabilities for Enhanced Ship Safety IS Intermediate Survey ISM International Safety Management ISO International Standards Organization L.O. Lube Oil LR Lloyd's Register M/E Main Engine MARPOL International Convention for the Prevention of Pollution from Ships
(Marine Pollution) MCBM Machinery Condition Based Maintenance MCM Machinery Condition Monitoring MPMS Machinery Planned Maintenance Scheme NORSOK Norsk Sokkels Konkuranseposisjon NSFI Norsk Skipteknisk Forskningsinstitut ODME Oil Discharge Monitoring Equipment PLib Parts Library Standard PMS Planned Maintenance Scheme RCM Reliability Centred Maintenance RPM Rounds Per Minute RINA Registro Italiano Navale R&D Research and Development SCM Screw shaft Condition Monitoring SOLAS International Convention for the Safety of Life At Sea TCM Turbine Condition Monitoring
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 10 of 86
1 INTRODUCTION
This report presents the outcomes of deliverable D4.2 ‘Stakeholders’ data requirements’
as part of the INCASS (Inspection Capabilities for Enhanced Ship Safety) project, Work
package WP4 ‘Machinery & Equipment Modelling & Analysis’. This report scopes to
lead on the final selection of ship machinery and equipment systems that will be
considered for monitoring. In this respect, this report is structured in six sections. The
first section initiates deliverable D4.2 presenting the overall layout of the report. The
second one presents the Classification Societies requirements for Condition Monitoring
(CM) by introducing the motivation with respect to machinery maintenance, providing
an indication of machinery and equipment systems onboard the Tanker, Bulk Carrier and
Container ships under consideration.
In a similar manner, the third section demonstrates the ship operators/managers/owners
as well as service providers’ requirements for condition monitoring. In addition, the
motivation with respect to machinery maintenance is presented. The fourth section
summarises the input for all three ship types (i.e. tanker, bulk carrier and container ship)
as provided in the previous sections. Hence, it compares main machinery and equipment
systems, sub-systems and components as suggested by the above stakeholders.
The fifth section provides an initial review of databases modelling in use for ship systems,
existing concepts for storing equipment and component related information, also
incorporating directions for the INCASS database to be developed further in future tasks.
In conclusion, the last section of this report provides the final selection of ship machinery
and equipment systems according to the proposed requirements of all relevant
stakeholders also incorporating the results of deliverable D4.1 and moreover sets the
ground for the upcoming task T4.3 ‘Data Collection’.
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 11 of 86
2 CLASSIFICATION SOCIETIES REQUIREMENTS
2.1 Introduction
This section aims to layout the motivation for Classification Societies data collection
activity, in reference to machinery and equipment, as well as the level of detail monitored
and how this information is collected. The research and requirement identification takes
place independently for each ship under consideration; hence Tanker, Bulk Carrier and
Container ship. Furthermore, a review on condition monitoring standardization rules from
the Classification Societies’ point of view is considered for the final selection of critical
ship machinery systems.
2.2 Motivation with respect to Machinery Maintenance
The role of Classification Societies is to check that safety standards of ships are met
throughout surveys, inspections, tests and controls. As long as ship machinery and
equipment monitoring technologies provide relevant data and information that can
demonstrate that condition of equipment is acceptable to ensure ship safety, they can be
used as a complementary means for Classification Societies to confirm that machinery,
equipment and appliances comply with the applicable rules and remain in satisfactory
condition. Moreover, when Condition Monitoring (CM) techniques are properly applied,
they can enhance decision support and facilitate the work of Class surveyors, thus they
can get an objective opinion on the condition of a surveyed item/system of machinery and
equipment without dismantling it.
The entire control over a vessel is managed by the shipowner or/and ship operator,
including the manner in which it is operated and maintained. In this respect, ship
Classification depends on the shipowner/operator, who by operating in good faith will
disclose any damage or deterioration that may affect the vessel’s Classification status to
the Class Society. If there is any doubt regarding the above, the owner should notify the
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 12 of 86
Class and schedule a survey to determine if the vessel complies with the relevant Class
standards.
Classed ships are subject to surveys to continue being in Class. These surveys related
with machinery and equipment include the Class renewal (also called “Special Survey”),
Intermediate Survey and the Annual Survey. They also include the tailshaft survey, boiler
survey, machinery surveys and surveys for the maintenance of additional Class notations,
where applicable. Therefore, a Class surveyor may only go on board a vessel once in a
twelve-month period, for the annual survey. At that time it is neither possible, nor
expected that the surveyor scrutinize the entire structure of the vessel or all of its
machinery. The survey involves a sampling, for which guidelines exist based upon
empirical experience, which may indicate those parts of the vessel or its machinery that
may be subject to corrosion, or they are exposed to the highest incidence of stress, or may
be likely to exhibit signs of fatigue or damage.
The surveys are to be carried out in accordance with the relevant Class requirements in
order to confirm that the condition of machinery, equipment and appliances complies
with the applicable rules. A Classification survey is a visual examination that normally
consists of:
an overall examination of the items for survey
detailed checks of selected parts
witnessing tests, measurements and trials where applicable
When a surveyor identifies defects or damage to machinery and/or any piece of its
equipment, which in the opinion of the surveyor affects the ship’s Class, remedial
measures and/or appropriate recommendations/conditions of Class are to be implemented
before the ship continues in service.
In this respect, the ISM Code clarifies that the ship operator (the “Company”) is
responsible for ensuring the safe and pollution-free operation of the ship. In particular,
the Company is required to ensure that the ship’s machinery and equipment are
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 13 of 86
maintained and operated in accordance with the applicable rules and regulations and any
additional requirements that may be established by the Company. Paragraph 10.1 of the
ISM Code states, “The Company should establish procedures to ensure that the ship is
maintained in conformity with the provisions of the relevant rules and regulations and
with any additional requirements which may be established by the Company”. The
procedures should be documented, and should ensure that applicable statutory, Class,
international (e.g. SOLAS, MARPOL) and port state requirements are met, and that
compliance is maintained in the intervals between third-party surveys and audits. The
maintenance procedures should also include any additional requirements established by
the Company. These may arise, for example, from an analysis of the previous
maintenance files of ship’s machinery and equipment, from the particular demands of
ship’s operations, or from manufacturers’ recommendations. Classification Societies
audit as Recognised Organisation for the existence of such a system. However, data is not
shared among the various stakeholders.
The scope of equipment on which condition monitoring is applied is not fixed by the
Class Society, while the ship operator decides which equipment needs to be monitored.
For a standard PMS scheme (IACS, 2014), the Class Society concerns are to ensure that
the maintenance recommendations from supplier/manufacturers’ manual are respected. If
the ship operator decides to postpone a planned maintenance task/overhaul based on
condition monitoring results, the Class can accept the postponement under certain
circumstances. The different survey techniques that can be applied are defined in IACS
URZ 20 (IACS, 2014):
• Continuous Machinery Survey: overhauls based on calendar time
• Planned Maintenance Scheme: overhauls can be based on running hours of
machinery in normal operation or on condition monitoring by analysing the trend
of significant parameters (vibrations, temperature, pressure, etc.)
The survey scheme may be a combination of the above and must be approved by the Class
Society. Classification Societies can moreover provide guidance on the implementation
and use of Condition Monitoring techniques in order to establish a recognized practice
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 14 of 86
onboard ships. Their Rules generally provide their own list of equipment whose condition
can be monitored (i.e. electric propulsion motor main diesel engine) as part or
independently from the Planned Maintenance Survey (PMS) scheme. Minimum
parameters to be checked (vibration, temperature, exhaust gas temperature etc.) for each
piece of equipment are agreed with the owner after assessment of the equipment that is
to be included under such a regime. The motivation for data collection by Classification
Societies is laid out summarised as Class Survey and Statutory Survey. The information
collected during these surveys is kept within the Classification Societies database system,
however it is owned by the owner of the vessel.
The resolution of failures recorded is expected to be more granular than failure
information held by the owner/operator. The main reasons for this are the following:
As a Class surveyor may only go on board a vessel once in a twelve-month
period and Classification depends on the shipowner/operator operating in good
faith by disclosing to the Class society any damage or deterioration that may
affect the vessel’s Classification status.
Information is held on failures that are known to Class either having been found
during survey or having been reported by the owner. This is a subset of all
failures on a vessel; the failure is described with remedial measures and/or
appropriate recommendations/conditions of Class are to be implemented before
the ship continues in service.
A cause of failure may not be properly recorded as an in depth analysis of cause
of failure during a survey may not be possible.
2.2.1 Failure records
Failures are described with reference to the Classification Society’s number, vessel name,
Class status, incident date, location and type of failure while the failure record does
include a brief narrative explanation of the failure. The defect location is an individual
category for each vessel derived from the master list. Each data line is owned by the
relevant ship owner and therefore it is only possible to share summarised data.
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
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In this respect, Figure 1 provides indicative failure records arranged per ship and
machinery type supporting the Classification and in further selection of machinery and
equipment to be monitored. It is essential to highlight that the provided figure aims to
indicate this selection without scaling the Class failure records.
Figure 1 Classification Data: Indicative Failures recorded by ship and machinery
type. Note: Axis without scale as this is only indicative to show what Class failure
records can provide (Source: LR)
As can be observed in Figure 1, the most critical failure records are distributed among Oil
Tanker, Bulk Carrier and Container ship categories respectively. Furthermore, the
majority of failures for all three ship types are sourced from the Oil Engine (or otherwise
Main Engine of the ship), Propeller Unit and lastly the Steering Gear. However, according
to the provided indications Oil Engine appears to face more defects in the case of Oil
Tanker and Bulk Carrier and less on the Container ship. In addition, the Propeller unit
seems to be more critical in the case of the Bulk Carrier ship compared to the other two
ship types. Whereas Steering Gear in all ship types has minor issues compared to the
Engine and Propeller Unit.
2.3 BV - Condition Monitoring
D4.2 (WP4) – Stakeholders’ Data Requirements
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Grant Agreement n° 605200.
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BV Rules for the Classification of Steel ships as in Part A, Chapter 2, Appendix 1 and
Article 6 (BV, 2014) mention with the Requirements for Machinery items surveyed based
on condition monitoring embedded in the Planned Maintenance Survey Scheme. The
extent of condition-based maintenance and associated monitoring equipment to be
included in the maintenance scheme is decided by the Owner. The minimum parameters
to be checked in order to monitor the condition of critical main and auxiliary machinery
are provided, contributing to the final condition monitoring selection tools. These systems
are grouped in items including main systems such as electric propulsion motor, main
diesel engine, main and auxiliary steam turbines, auxiliary diesel engines, as well as
auxiliary systems such as cooling, heating, pumps and filters. With reference to the main
diesel engine the parameters to be checked are the following (section 6.1.3, BV 2014):
power output
rotational speed
indicator diagram (where possible)
fuel oil temperature and/or viscosity
charge air pressure
exhaust gas temperature for each cylinder
exhaust gas temperature before and after the turbochargers
temperatures and pressure of engine cooling systems
temperatures and pressure of engine lubricating oil system
rotational speed of turbochargers
vibrations of turbochargers
results of lubricating oil analysis
crankshaft deflection readings
temperature of main bearings
In addition to the above, more details and indicative information on the main and auxiliary
systems examined as per BV rules are included in Appendix II.
2.4 LR - Condition Monitoring
D4.2 (WP4) – Stakeholders’ Data Requirements
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LR Rules Part 5 Chapter 21 (LR, 2014a) deal with the Requirements for Condition
Monitoring Systems and Machinery Condition-Based Maintenance Systems. An operator
can choose to apply for a number of LR Class notations as appropriate to their needs. If
Machinery Condition Monitoring (MCM), Reliability Centred Maintenance (RCM) or
Machinery Condition Based Maintenance (MCBM) is selected, Machinery Planned
Maintenance Scheme (MPMS) is also required as knowledge of the planned maintenance
systems is a critical element and must be considered during approval of the scheme. LR’s
ShipRight Procedures for Machinery Planned Maintenance and Condition Monitoring
contain the following notations:
Approved Machinery Planned Maintenance Scheme (ShipRight MPMS
Descriptive Note)
Machinery Condition Monitoring (ShipRight MCM Descriptive Note)
Machinery Condition Based Maintenance (ShipRight MCBM Descriptive Note)
Reliability Centred Maintenance (ShipRight RCM Descriptive Note)
Screwshaft Condition Monitoring (ShipRight SCM Descriptive Note)
Turbine Condition Monitoring (ShipRight TCM Descriptive Note)
Furthermore, it also provides guidance on typical shipboard machinery and suitable
Condition monitoring techniques. (LR, 2014b). The selection of which specific
Machinery and Equipment items are to be covered by the notation is the responsibility of
operators, who will apply for the relevant notation. In addition to the above, the operator
may include additional non-Class items in the maintenance plan but not necessarily the
survey plan and vice versa as the strategy regarding the ship maintenance and
Classification may not be completely aligned. This will depend on the particular operator
and the needs related to a particular ship maintenance. Contemplating the above, a small
extract of indicative information presenting the Condition Monitoring requirements for
critical ship machinery is included in Appendix III.
D4.2 (WP4) – Stakeholders’ Data Requirements
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2.5 RINA - Condition Monitoring
RINA Rules 2014 for the Classification of Ships as in Part F, Chapter 1, Appendix 7 and
Section 6 deal with the Requirements for Machinery items surveyed based on condition
monitoring in the Planned Maintenance Survey Scheme (RINA, 2014).
The selection of the items to be included in the CBM program is up to the Owner. The
frequency of condition monitoring measurements can be increased according to the
criticality of the equipment. In general, the CBM strategy and its extent, inclusive of the
acceptability limits, are to be approved by the Manufacturer. CBM techniques not
included in this section may be accepted if they are proposed or established by the
Manufacturer of a machinery item. Guidance on CBM can be found in the Society "Guide
for the Application of Condition Based Maintenance in the Planned Maintenance
Scheme" (RINA, 2014).
In the Rules, a minimum set of data is established for most machinery items that can be
usually found onboard, which may also include other types of condition monitoring
parameters and techniques if they are proved to be of equivalent or better standards to the
existing ones. It should be noted that, notwithstanding CBM parameters given for internal
combustion engines, such equipment is not the preferred choice for the application of
CBM by Owners as per the RINA experience. This is due to main engines and diesel
generators being critical items in terms of safety and financial aspects. Furthermore,
machinery and equipment manufacturers are quite strict on the maintenance schedules
they provide for the above items, therefore they are reluctant to waive relaxations unless
CBM is carried out by themselves (obviously bearing an associated cost per machinery
and equipment item monitored).
Summarising the above, Appendix IV provides a small extract of ship machinery and
equipment systems onboard ships as well as the minimum requirements for Condition
Monitoring involving details on Diesel engines (single or dual fuel) for direct main
propulsion and Diesel engines for electric power generation.
D4.2 (WP4) – Stakeholders’ Data Requirements
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3 SHIP OPERATORS/MANAGERS/OWNERS/SERVICE
PROVIDERS REQUIREMENTS
3.1 Introduction
This section aims to focus on the data collection activity related to critical machinery and
equipment and the type of format that this should be stored from ship
operators/managers/owners/service providers requirements perspective. In addition, the
above stakeholders’ motivation with respect to machinery maintenance is presented.
3.2 Motivation with respect to Machinery Maintenance
All ship related stakeholders have the greatest interest in collecting ship machinery and
equipment data for a number of reasons. First and foremost a major machinery breakdown
leads not only to major/minor repair cost, but also and probably most importantly
increases ship systems downtime through which valuable ship earning may be lost and/or
could lead to environmental cost. On another level Classification and Statutory
compliance require a high level of maintenance related to ship systems. Summarising the
above, the reasons for monitoring and collecting information on ships are related to:
Environmental protection
Safety of personnel onboard
Compliance
Class Statutory requirements
Minimising business Risk
Minimising Cost (increasing efficiency)
Moreover it should be noted that ship owners, in addition to Classification Societies
requirements, have an interest in the proper functioning of the cargo handling equipment
as this has a direct impact on ship earnings, e.g. a tanker without cargo pumps cannot load
or discharge its cargo. In this case, data are mainly collected in maintenance databases,
D4.2 (WP4) – Stakeholders’ Data Requirements
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which incorporate maintenance intervals for each machinery system and component and
accordingly create inspection and maintenance tasks for crew to complete and sign off.
This process also includes the re-ordering of spare parts and consumables thus creating a
link between ship and shore side maintenance personnel.
One of the main reasons ship operators/managers/owners/service providers collect data,
is related to statutory bodies and Classification societies’ requirements. However, these
procedures may only constitute a small part of the vessels machinery systems and
components and may take place within long tine intervals (1 ½ to 5 years). In this respect,
Table 1 provides a summary of shipowners and operators requirements for data collection
related to ship machinery, equipment and components related to complying with Class
and statutory requirements, increase cost efficiency and improve maintenance, increase
ship’s performance and enhance safety and environmental protection.
Ship machinery and equipment is inspected and maintained in different ways and time
intervals. Voyage repairs and ship systems overhauling is mainly carried out by ship’s
crew and/or riding teams of engineers, together with alongside repairs when the vessel is
in port under certain specific conditions. Furthermore, additional inspection, repair and
maintenance may occur when the ship is out of service during the scheduled dry-docking
period as part of the Intermediate or Special Survey sequence which usually occurs every
2 ½ years intervals.
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Table 1 Item list layout reasoning of inspection/collecting data for Tanker, Bulk
Carrier and Container ship
Equipment / Systems Compliance
Class/statutory Cost Efficiency /
Maintenance Ship’s
Performance Safety /
Environment CMS
Oil Water Separators
Safety fire drills
Emergency Fire Pump
Boiler safety valves test
M/E wear of liners & deflection
D/G wear of liners & deflection
Performance 'Slip'
Spare Parts Used/Stock
L.O. Consumption
L.O. Analysis
Bunkering performance
Cargo Pumps (Tanker)
Inert Gas System (Tanker)
Cargo Tank Overfill System (Tanker)
Cargo Gear (B/C)
Deck Cranes (B/C)
Bilge System Cargo Hold (Container)
3.3 The Key Role of Service Providers/Inspection Companies
Inspection companies may undertake either an official or an unofficial part in the overall
ship inspection process depending on the underlying inspection case. They are commonly
contracted by the ship owner to participate in Class hull surveys, acting as a Service
Provider with an official role in the survey process, thus the personnel activities and
reporting is guided by the supervising Class’s regulations and procedures. Assuming an
independent role (unofficial), with respect to the procedures of a specific Class,
Inspection Companies are contracted to provide survey services for the entire ship (hull,
machinery and equipment) in situations outlined in the following, using their expertise
and collected data to reach on specific propositions towards the owner (reporting)
determined on the underlying case. This distinction is made to differentiate the following
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description from dedicated (focused) technical teams which provide technical data on
specific and isolated ship components (for example vibration data). The following
analysis concentrates on the activities and procedures conducted by the Inspection
Companies when acting as independent service providers as part of the survey
concentrated on the ship machinery and equipment.
3.3.1 Inspection Companies contracted by shipowners
The following paragraphs present the instances for which inspection companies/service
providers are contracted by shipowners; that is for ship condition surveys, Sale and
Purchase surveys and data collection activities.
3.3.1.1 Condition survey
Condition surveys are conducted with the purpose to provide a fast and accurate (as much
as possible), assessment of the ship condition. Under different circumstances, the Service
Provider may be hired by different contractors, i.e.
a) The shipowner,
b) P&I club
c) Insurance company
for each of which the conditions of the survey may vary.
Ship owners/operators may request the inclusion of a Condition Survey for a vessel they
already own/operate due to either limited in-house resources or due to the special
requirements of specific expertise not available in-house. The main interest in such
occasions is the occurrence of a detailed inspection, so that a representative description
of the ship condition is obtained, usually in order to allow for the timely scheduling of
the ship repair/maintenance sequence. Data and on-board personnel is available for
support activities, thus facilitating the inspection activities.
In situations where the Service Provider is contracted by a P&I club (Protection and
Indemnity insurance club) or a Marine Insurance company, the interest mainly lies in the
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identification of the reasons of a specific damage occurring and at the same time
safeguarding that the correct procedures according to regulatory authorities and best
seamanship practices have been followed. Hence this type of survey usually requires a
more focused inspection and the surveyor may acknowledge a less collaborative crew.
Typical Condition surveys require the inspection of:
‘Equipment in the Engine Room’: main engine, pumps, generators, compressors,
refrigerators, incinerator, purifiers, bilge-water separator.
‘Deck and Accommodation Equipment’: cranes, provision cranes, hatch cover
gear, mooring and anchoring, navigation bridge equipment, safety (rescue boat
davits).
3.3.1.2 Sale and Purchase (S&P)
S&P Condition Surveys are differentiated to Condition surveys in that the vessel (usually)
does not belong to the company requesting the survey. The focus is less on the detailed
determination of the maintenance needs of specific machinery and equipment systems
and components but more on the assessment of the overall condition and the identification
of potential future malfunctions. The results of the survey are likely to be used in the
negotiations and the decision making at a less technical level.
3.3.2 Data Collection process
As outlined in the previous section, the data collection activity usually consists of data
already available onboard the ship, collected by the ship crew or the shipping company
personnel, including the results of the visual survey, which are usually documented by
images. The collection of more targeted/specific data is handled by dedicated technical
teams or the manufacturer of the component.
3.3.2.1 Quantitative data
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Before the visual inspection, data are collected by the Chief Officer and the Chief
Engineer. Such records are gathered for all machinery components in the Engine Room
and outfitting equipment in way of Deck and Accommodation spaces. The most important
data that are collected during an inspection are:
Makers’ List: All equipment are listed in correspondence with their maker
contact information. If a potential malfunction cannot be solved by crew, an
authorized service team is called-in by the maker.
Machinery Particulars: the main dimensions and characteristics of machinery
components
Chief Engineer’s Log Book: the file where all the machinery condition is
recorded on a regular basis
Spare Parts List: a list of all the machinery and equipment parts available
onboard
Machinery Components Working Hours: data originating from the Chief
Engineer’s logbook, especially for the Main Engine and Diesel Generator
components (e.g. cylinders, valves, etc.)
Alarm History Record: same as before data originating from the Chief
Engineer’s logbook
Main Engine and Diesel Generator Performance: performance measurements
obtained during the operation of each M/E and D/G collected by the ship’s crew
3.3.2.2 Visual inspection
Visual inspection mainly relies on the experience of the surveyor to identify visible
malfunctions and obtain both a list of equipment which may be in less than sound
condition, as well as obtain a general idea of the overall compartment’s condition.
Depending on the underlying case, the survey may be subject to strict time constraints,
varying (poor) lighting conditions, limited accessibility, non-cooperative crew, etc. hence
increasing the requirements and strain on the surveyor’s side to perform a high-quality
survey. As a general guideline, Table 2 provides a list of the Engine Room key systems
and components assessed during a visual inspection, typically assigned with three levels
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of grading: good (system/component assessed as properly working, with no visual
evidence of malfunction), fair (system/component appears to be working properly, but
with signs of upcoming performance degradation, such as small leakage), bad
(system/component appears not to be working within its normal operating boundaries and
necessitates replacement).
Table 2 Example of key machinery systems/components reviewed during an Engine
Room visual inspection
Item Condition Cleanliness Good Hull structure in way Fair Shell and decks Fair Main Boiler Good Turbocharger Good Generators Good Ballast Pumps Good Emergency fire Pump Good Miscellaneous machinery Good Sea connections and valves Good Piping system with valves Good Workshop Good
Similarly to the items listed with regards to the Engine Room area, similar guidelines are
used for the deck equipment as shown in Table 3
Table 3 Example of key machinery systems/components reviewed during a deck
equipment visual inspection
Item Condition Mooring ropes and wires condition Fair/Good Windlasses condition Fair/Good Windlasses foundation Fair/Good Deck Winches Fair/Good Brake linings and pins condition Fair/Good Anchor chain condition Fair/Good Anchor chain securing devices Fair/Good Mooring bits and bollards Fair/Good
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Moreover, proof of the above visual inspections is usually provided in terms of pictures
related to the surveyed items, usually included in the inspection report in order to provide
evidence of the recorded observations (Appendix VIII). Additionally, Tables 4-5 provide
a sample of the final report submitted for a P&I Condition Survey from a real-life
example, regarding the Deck Machinery, the Engine Room, Main and Auxiliary
Machinery. More details on the Engine Room, Main & Auxiliary machinery survey can
be found in Appendix IX.
Table 4 Deck Machinery for a P&I Condition survey
No Deck Machinery Survey Record 1 Are windlass and Winches in order and properly guarded? Yes 2 Are their mountings sounds? Yes 3 Are their brakes working? Yes
4 Are anchors and cables sound? Yes
5 Is the spare anchor sound? No Spare 6 Are fairleads and bollards in good order? Yes 7 Are mooring ropes and wires in good order? Yes 8 Are hydraulic lines free of leaks? No Hydraulic Line 9 Are electrical wiring conduits sounds? Yes 10 Is electrical wiring sound? Yes
Table 5 Engine Room, Main & Auxiliary machinery for a P&I Condition survey
No Engine Room, Main & Auxiliary machinery Survey
Record
1 Is the engine room clean and tidy? Yes 2 Are there any oil leaks? No. see comments 3 Are there any water leaks? No 4 Are engine room floor plates secured? Yes 5 Lighting level in machinery rooms, steering gear
compartment and store. Is it adequate? Yes
6 Main engine, type and condition? ZGODA, SULZER TAD48 Working in good order
7 Condition of main boiler? N/A 8 Number and condition of generators? 3(three), Working in good
order 9 Were generators seen running under load and
working individually and in parallel? Yes, found in good working order. Individually and parallel.
10 Are lubricating and fuel oil purifies working? Yes
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The visual inspection process follows predetermined steps to ensure proper inspection of
the ship machinery and equipment (including their components) and their proper
operation after the inspection. Table 6 provides a sample of the visual inspection process
for the ship Auxiliary Boiler and components. A detailed table of the above visual
inspection is provided in Appendix X. Moreover, Table 7 provides a sample of the visual
inspection process for ship Compressors (detailed information is shown in Appendix XI).
Table 6 Visual Inspection procedure for Auxiliary Boiler and components
Auxiliary Boiler and Components Visual Inspection
1. Dismantle the gauge glass for cleaning. Repack and grease all bolts 2. Check wires for remote closing of the gauge glass and emergency closing devices 3. Exchange all boiler test chemicals with new and mark them accordingly
1. Remove and clean burner nozzles 2. Check and clean sealing surfaces 3. Check clean flame detector and inspect cable connection
Table 7 Visual inspection procedure of Compressors
Auxiliary Boiler and Components Visual Inspection
1. Drain the cooling water from the compressor and remove the cylinder head 2. Clean the cylinder head thoroughly and check for cracks or damages in seating 3. Remove and check the big end bearings for wear 4. Clean and inspect cooler tubes and the compressor water compartments and renew
the zinc anodes 5. Drain off the oil system and clean the crankcase and the oil strainer 6. Reassemble the compressor and refill the oil and the cooling water system
Moreover, the periodical survey specifications for Diesel Engines are included in Table
8. An in depth item list to be inspected also including suggestions on what particular signs
to look for are presented in Appendix XII.
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Table 8 Inspection for Periodical Survey of Diesel Engines
Item Inspect Check / Look For Crankshaft Alignment Deflection record Foundation Chocks
Bolts Loose (hammer, feeler gauge, wear, cracks) Loose (check torque)
Bedplates and frames
Leakage, cracks (detection while running)
Reversing and starting gear
Reversing Starting Function test, inspection control system for wear Function test, wear/leakage in control gear, Distributor and pipes, flame arrester/bursting disc intact
Cylinder cover/valves
Valves and seats Valve stem Valve guides Starting air valve
Wear, flame grooves, cracks Wear, corrosion , deposit Wear, deposit Leakage
Cylinder/ liner
Waterside Gas side
Corrosion, cavitation, deposit, Cracks, wear
Piston/ rod Piston crown Ring grooves Piston skirt Piston rings Piston rod Stuffing box
Cracks, erosion Wear, deposit, Wear, deposit below upper ring, seizure marks Wear, “below by”, scoring, free movement Wear in stuffing box Seal condition
Following the above, Table 9 also presents various damage types related to Diesel
Engines, the damage type, specific wear characteristics as well as the root cause for these
damage types (more details are shown in Appendix XIII).
Table 9 Damages related to Diesel Engines
Damage Type Characteristics Cause
Wear/abrasive Evenly worn, smooth surface
Lubrication oil contamination (abnormal wear) hard, fine particles
Corrosion Corroded surface deposit Lubrication oil contamination chemicals water
Fretting corrosion Corroded surface Vibration during stop periods
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Additional damage identification information for specific Diesel Engine components
such as piston crown, skirt and rings, cylinder liner and block, connecting rods, bed plate
and frame, camshaft and pump drives as well as bearing damage and axial bearings is
also included in Appendix XIV.
3.4 Ship machinery Condition Based Monitoring and Condition Based
Surveys
Inspection companies perform, among others, the technical development of all the
required activities related to a CBM system installed on board a ship. A CBM system
should include the conceptual design according to the initial specifications, the
engineering design, the on board installation, commissioning as well as the ship’s crew
training. In other words all the activities of a turn-key solution adapted for each owner
and vessel. Depending on the ship operators and exploitation market, this broad set of
activities is partially dealt in several cases (Figure 2).
Figure 2 Categories of Inspection Services offered on ship machinery and equipment
In the most promising scenario, that is leading and committed shipowners, services
related to a complete CBM installation system on board a vessel will be demanded. This
normally implies working with customers experienced on predictive maintenance
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methodology on vessels in service or convinced by commercial campaigns about long
term financial benefits and diminution of exploitation risks.
However, the most common scenario includes an off-line survey of the onboard
machinery systems once the age and condition of the vessel makes it recommendable. In
this case, the corresponding machinery and equipment status diagnosis is carried out. It
is important to note that this typology of services should be considered as an occasional
consultancy job to assess the status of the machinery and it is introduced by an
underperforming working state of the machinery so as to avoid unwanted machinery and
equipment breakdowns. However this kind of partial and one-off approach regarding
CBM does not compensate for both the financial loss and the logistical benefits of a full
installation of a CBM system.
Finally the last CBM scenario involves the use of a full CBM implementation when
machinery and equipment breakdowns occurs. In this scenario the inspection focuses on
the identification of the causes for legal purposes much more than for providing assistance
due to emergency repairs. In general terms it can be highlighted that the level of
confidentiality issues is much higher in the marine sector when compared with other
industries in which complete CBM services are normally performed. All in all, inspection
companies/service providers have become key contributors in the development of CBM
activities in order to assist shipping companies with their day-to-day inspection, repair
and maintenance projects in compliance with Classification societies and regulatory
authorities’ guidelines and recommendations.
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4 COMPARATIVE SUMMARY FOR MACHINERY AND
EQUIPMENT SYSTEMS FOR ALL SHIP TYPES
4.1 Introduction
In this section, a comparative summary for the machinery and equipment systems for all
three ship types (i.e. tanker, bulk carrier and container ship) is provided, thus presenting
the stakeholders’ requirements shown in the previous sections of this report according to
the viewpoint of Classification Societies and Ship Operators/Managers/Owners/Service
Providers.
4.2 Tanker Ship
In this sub-section, critical ship systems according to Classification Societies and Ship
Operators/Managers/Owners/Service Providers are listed in Table 10 for the tanker ship.
The main ship machinery and equipment systems with respect to Class societies’
viewpoint are grouped among Main Engine, Diesel Generators, Turbocharger, Cooling
and Lube Oil Systems, Propeller and Steering Gear Units as well as auxiliary machinery
such as coolers, heaters, pumps, fans, compressors and filters.
In a similar manner, ship Operators/Managers/Owners/Service Providers consider critical
ship systems such as Classification Societies by including also pumps for emergency fire
pump, and adding systems as firefighting, auxiliary boilers, compressors, purifiers and
oil water separators. In further, specific interest is shown on cargo handling and safety
systems as Inert Gas System, Cargo & Bunker Tank Overfill Level System, Cargo Oil
Pumps, and Oil Discharge Monitoring Equipment (ODME).
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Table 10 Critical Ship Systems according to Classification Societies and Ship
Operators/Managers/Owners/Service Providers for Tanker Ship
Tanker Ship
Classification Societies Ship
Operators/Managers/Owners/Service Providers
Main Ship Machinery & Equipment Systems
Main Ship Machinery & Equipment Systems
Main Engine Crankshaft Main Engine (M/E) Main Bearing Turbocharger Cooling
System Diesel Generators (D/G)
Alternator
Fuel Oil Analysis
Emergency Diesel Generator
Diesel Generators (D/G) Bearings Engine L.O. System Alternator Emergency Air
Compressor
Turbocharger Emergency Fire Pump Engine Cooling System Centrifugal
pumps Fire Fighting Systems
Electric motor driven
Auxiliary Boilers
Engine L.O. System Compressors Propeller Unit Intermediate
Shafting Coolers
Steering Gear Purifiers Coolers (Auxiliary Machinery)
Pumps
Heating Systems (Auxiliary Machinery)
Steering Gear
Pumps (Auxiliary Machinery) Inert Gas System Fans (Auxiliary Machinery) Cargo & Bunker Tank
Overfill Level System
Compressors (Auxiliary Machinery)
Cargo Oil Pumps
Filters (Auxiliary Machinery) Ventilation Fire Flaps Electric Propulsion Motor Oil Discharge
Monitoring Equipment (ODME)
Main & Auxiliary Steam Turbines
Oil Water Separator
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4.3 Bulk Carrier Ship
In this sub-section, the Bulk Carrier ship systems will be described and compared
according to Classification Societies and Ship Operators/Managers/Owners/Service
Providers requirements.
From Class Societies perspective, the critical ship systems for the Bulk Carrier are
following similar selection as the ones for the Tanker Ship. Whereas, Ship Operators/
Managers/Owners/Service Providers consider the Main Engine (M/E), Diesel Generators
(D/G) and Emergency D/G. Furthermore, they encompass deck cranes, cargo gear, lube
oil, shafting, propulsion, steering gear systems and firefighting and safety systems, which
are shown in Table 11.
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Table 11 Critical Ship Systems according to Classification Societies and Ship
Operators/Managers/Owners/Service Providers for Bulk Carrier Ship
Bulk Carrier Ship
Classification Societies Ship Operators/Managers/Owners
Service Providers
Main Ship Machinery & Equipment Systems Main Ship Machinery & Equipment
Systems Main Engine Crankshaft Main Engine
(M/E)
Main Bearing Diesel Generators (D/G)
Alternator
Cooling System
Emergency Diesel Generator
Alternator
Fuel Oil Analysis
Turbocharger
Diesel Generators (D/G) Bearings Deck Cranes Alternator Cargo Gear Turbocharger Engine L.O.
System
Engine Cooling System Centrifugal pumps
Shafting System
Electric motor driven
Propulsion System
Engine L.O. System Steering Gear Propeller Unit Intermediate
Shafting Auxiliary Boilers
Steering Gear Emergency Air Compressor
Coolers (Auxiliary Machinery) Compressors Heating Systems (Auxiliary Machinery)
Coolers
Pumps (Auxiliary Machinery) Purifiers Fans (Auxiliary Machinery) Pumps Compressors (Auxiliary Machinery)
Emergency Fire Pump
Filters (Auxiliary Machinery) Fire Fighting Systems
Electric Propulsion Motor Ventilation Fire Flaps
Main & Auxiliary Steam Turbines
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4.4 Container Ship
In this sub-section, Container ship systems are under assessment, evaluating requirements
from Class Societies and Ship Operators/Managers/Owners/Service Providers (Table 12).
As a result, Classification Societies suggest the same main ship machinery and equipment
systems from criticality perspective as for Tanker and Bulk Carrier ship. In contrast, Ship
Operators/Managers/Owners/Service Providers recommend the same main systems as in
Tables 10 for Tanker ship and 11 for Bulk Carrier ship by adding Fire Detection & Alarm
System, Fire Fighting System, Lifeboat, Liferaft, Navigation Equipment Whistle as well
as Bilge System Cargo Hold Bilges.
Table 12 Critical Ship Systems according to Classification Societies and Ship
Operators/Managers/Owners/Service Providers for Container Ship
Container Ship
Classification Societies Ship
Operators/Managers/Owners/Service Providers
Main Ship Machinery & Equipment Systems
Main Ship Machinery & Equipment Systems
Main Engine Crankshaft Main Engine (M/E)
Main Bearing
Main Bearing Cylinder Liner Cooling System Cylinder Cover Fuel Oil Analysis Crankshaft Diesel Generators (D/G)
Bearings Axial Damper
Alternator Turing Gear Turbocharger Connecting Rod Engine Cooling System Centrifugal
pumps Connecting Rod
Bearings Electric motor
driven Guide Show,
Crosshead Pin Engine L.O. System Piston Propeller Unit Intermediate
Shafting Fuel Injection Pump
Steering Gear Relief Valve (Cylinder Cover)
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Coolers (Auxiliary Machinery)
Starting Air Distributor
Heating Systems (Auxiliary Machinery)
Starting Air Shut-Off Valve
Pumps (Auxiliary Machinery)
Exhaust Valve
Fans (Auxiliary Machinery)
Thrust Bearing
Compressors (Auxiliary Machinery)
Turbocharger
Filters (Auxiliary Machinery)
Diesel Generators (D/G)
Alternator
Electric Propulsion Motor
Emergency Diesel Generator
Alternator
Main & Auxiliary Steam Turbines
Steering System
Auxiliary Boiler Purifiers Pumps Compressors Coolers Emergency Fire
Pump
Fire Detection & Alarm System
Fire Fighting System
Lifeboat Liferaft Navigation
Equipment Whistle
Bilge System Cargo Hold Bilges
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5 COMPONENT DATA MODEL CONSIDERATIONS
5.1 Introduction
In this section, existing data storing concepts for equipment and components will be
reviewed targeting information processing. It should be noted, that there is an abundance
of different approaches defining methods for storing components, parts list/catalogues
and libraries. However, most of these have never gained any substantial ground. This
research assesses projects and existing standards, being closely related to the shipping
domain, while there is gained experience from these. Nevertheless, it is not intended as a
full-scale study.
In the case of INCASS, a data management arrangement will be needed, capable for
storing life-cycle information for all critically considered equipment. The life-cycle
related information includes features for identifying systems under investigation.
Moreover, stored information will provide sufficient collection of technical and
administrative properties of the systems recording performance data, collected by sensors
or during inspection and maintenance processes. In addition, this data management
methodology should maintain links to other information derived from different parts,
machinery and systems of the INCASS software environment.
5.2 Existing approaches
In this sub-section, various methods for managing equipment information will be
assessed. These methods are either commonly applied in practice or have been under
Research and Development (R&D). This review will not present a detailed investigation
of existing approaches. However, it will be focused on selected examples, which provide
specific insights relevant for the INCASS requirements.
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5.2.1 Yard specific coding systems
Currently, many shipyards are using mostly numeric coding systems to combine
classifiable items and functions into compact representations for use in drawings and
documents. These coding systems have been used to organize (i.e. file, archive)
information and to encode data in short keys.
The principle of encoding was heavily used in mechanical (i.e. pre-digital) information
management and in the beginning of computing, when memory was an extremely limited
resource. Remarkable features of yard coding systems are the documentation record and
conservation of this for use and retrieval source for composing classification dictionary.
However, issues with these coding systems are documented as for yard-to-yard data
exchange due to lack of standardization guidelines and regulations. In further, difficulties
are sourced from shipyard orientation of data handling through requirement perspective
focusing on design and production, rather than life-cycle aspects.
5.2.2 SFI Coding and Classification System
As the name implies, this is a coding system, originally developed by the Norsk
Skipteknisk Forskningsinstitut (NSFI) in the early 1970s. It is also called the SFI Group
System (SpecTec, 2005). The SFI Code is marketed, commercialised and maintained by
SpecTec.
The basic idea of this system was to provide a standardized coding system for the
shipbuilding/shipping industry. In order this scope to be tackled, it has to be provided a
structure for taxonomy of terms within a certain domain and commonly used key terms
must be registered and codified. Such systems are common in libraries and in
administrative sectors (e.g. account numbers or codes). The SFI code was created in
similar background providing a classification structure and encoding it in a compact way.
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The code is built from 3 digits, separated by dots. The first digit defines the Main Group,
the second the Group and the third the Sub-group.
SFI code provides comprehensive collection of terms relevant for classifying and
grouping ship equipment items, meeting real world requirements. This has helped to
standardize communication between interacting parties such as ship crew, ship
management, agents and suppliers. The code is in widespread use by ship maintenance
and logistics systems. In fact, it has become an existing standard in different certain areas.
The problematic aspects of the SFI code include the following:
Despite its relative conceptual insignificance, the actual code dictionary is to be
licensed. As a result, modification and extension of the code requires vendor
cooperation, prohibiting standardisation while making it difficult to be applied on
several innovative solutions.
The orientation on numerical coding as the key element to access information is
outdated and must be considered obsolete. The technical restrictions of the 1970s
have long been overcome. Thus standardization on the actual Classification terms
would be much more powerful.
The code applies the “speaking numbers” philosophy in areas such as certain
ranges of numbers have an implicit meaning (e.g. Detail code and Material code
range). This sets it difficult for code adjustments and building rules to new
requirements. At the same time, it is an obsolete feature, which must be
maintained for backwards compatibility.
5.2.3 Norwegian Standards NORSOK Coding System Z-DP-002
This standard has been applied primarily in the Norwegian Oil and Gas production sector
(NORSOK, 1996). It is a mutual encoding system in which the combination of multiple
codes is used to produce information carrying tags. The core aspects include the annexes
providing various classification schemas for systems, functions, disciplines, document
types and spatial information. The definitions are clearly focusing on production facilities
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such as rigs. In this respect, attempting to compress information in short designations of
items, the coding system does not match the INCASS requirements.
5.2.4 ISO 13584 (PLib)
The scope of ISO 13584 series is the standardization of part libraries for general use in
digital applications. The ISO 13584 development evolved along with the ISO 10303
activities. There is a conceptual similarity such as the use of related methods to define
models (using the EXPRESS language) and to structure the standard itself.
The aim of PLIB series of standards is to provide all data model and exchange definitions
needed to share part libraries information among business entities for use in specification,
design (e.g. CAD systems), visualization, purchasing and documentation. For this
investigation the most relevant parts are Part 1 (PLIB1:2004), Part 25 (PLIB25:2004) and
Part 42 (PLIB42:2010).
A key element of the approach is the use of a dictionary to capture the meta-data
information describing the structure and content capabilities of a library of parts. The
combination of the dictionary and the (optional) actual part description content is defined
as a catalogue. This is a concept used in many database technologies and repository
systems. However in most common database environments, this is not inaccessible at the
user level. The advantage of this approach is that the actual data structures for describing
parts are no longer static. It does not require software modification to extend or modify
the data structures.
PLIB defines a complete and complex set of meta-data description elements in order to
capture all possible scenarios distributed from supplier catalogues to visualization or
simulation of components in a CAD environment. The important aspects of this approach
are the clear separation of meta-data information and actual content and the definition of
a library implementation architecture. Whereas, the problematic issues are mainly
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focused on the complexity of the data definitions due to the broad scope and the lack of
matching in terms of conformance classes.
5.2.5 ISO 10303-226 WD Ship Mechanical Systems
This project was carried out from the middle of 1990s to 2002. It was organised as a
proposal for an Application Protocol for ISO 10303 (ShipSTEP, 1995). The focus has
been on the standardised definition of ship equipment primarily from a mechanical
engineering perspective. Despite the scope definition, the project was not predominantly
concentrating on life-cycle aspects but rather the design and maintenance model
description of mechanical systems.
The project did not advance to the DIS or IS stages for mainly two reasons substantial
overlap of scope with AP227 (Plant spatial configuration) with respect to design model
aspects and problems capturing the expected data requirements with the general
modelling approach taken.
In the project, mechanical systems are defined by adding a classification and property
definition layer on top of generic product definition entities available in ISO10303. This
is comparable to the dictionary meta-data approach of PLIB but not as systematic. The
main outcomes of this project are detailed snapshot compilation of on-board equipment
type classes and related property that found to be relevant at the time of project execution.
In contrast, the main issues are focused on the arbitrary selection of system classification
schemes that seem to be based on traditional organizational structures.
5.2.6 ISO 10.303-227 IS Plant Spatial Configuration
This ISO standard (AP227, 2005) has substituted several projects (i.e. ISO 10303-217
WD and ISO 10303-226 WD). While, the initial scope was on plant design and
maintenance models, the involvement and increased focus on offshore plants such as
platforms has led to an extended effort to include aspects of on-board equipment as well.
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Consequently, the current standard has a strong focus on general plant modelling, but it
is flexible enough to be applied to shipboard systems.
The standard assumes that supplied components are defined using ISO 13584 catalogue
with explicit references to such catalogues. Additionally, it offers the possibility to define
individually dimensioned/configured components through the use of explicit combined
and generically configurable types and properties. Therefore, this standard can provide
additional input to the collection of component classes and properties, but the data model
structures do not seem directly usable in the scope of INCASS.
5.2.7 CPC – Common Parts Catalogue
This is a range of projects and initiatives triggered by US Navy Product Data Initiative
NPDI (NPDI, 2006) within the project groups IPDE (IPDE, 2008) and SCIM (SCIM,
2010). One of the goals was to standardize on component classification and definition.
For this purpose data models for the classification of components have been developed.
The CPC work is similar to the motivation for the development of the SFI Group code,
while being performed at a time when much more advanced technological means were
available. CPC is of interest for purposes of this research as it demonstrates the
combination of principles similar to the concepts of PLIB with the actual implementation
of component classification catalogues for a purpose that includes uses similar to SFI.
The problematic aspects are the strong orientation towards the requirements of a fixed set
of shipyards primarily engaged in naval shipbuilding in the USA. This introduces various
functional features well beyond the needs of INCASS.
The positive results for this project are mainly real-world demonstration of the use of
meta-data based catalogue information to describe parts and components and use of recent
technologies for implementation. On the downside, it can be mentioned the focus on naval
shipbuilding application leading to several features not related to INCASS perspective as
well as incomplete information due to access restrictions to documents.
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5.3 INCASS initial concept for database standardization
Analysing the different approaches and defining storage and indexing principles for
components, the following observations can be made:
Conventionally, structuring large amounts of information items have been
organized by using explicit coding systems. These coding systems are used to
locate the information item. Frequently, the coding scheme follows some
information carrying principles in itself (e.g. acronyms or “speaking numbers”)
which help the user to extract key search criteria from the coding.
However, in many cases access to an information item using a coding system
involves two steps (a) first look up the code from the key word catalogue, (b) use
the code to locate the information item.
Today, indexing is clearly a function that can be completely hidden from the users
by software. The most general example is the typical web search, where a vague
combination of key words leads to a correspondingly long list of matching
information items.
For technical systems, a practical solution lays between those two extremes
setting a useful approach. This is typically implemented as a catalogue system,
which involves the definition of an extendible dictionary (holding the available
set of key words for item classification). This makes searches for information
items more specific than for instance a web search avoiding the static-ness of
coding systems.
To support broad-scale analysis across multiple ships, systems and potentially
many components, efficient search functions are very important. This in turn
requires the dictionary to be capable of tracking and enumerating all properties
available for the description of components.
Classifications of components will constantly evolve. New types of products will
appear on a regular base, which should not lead to a rapid invalidation of a system.
Licensing and Intellectual Properties issues must not interfere with the operation
of the system, otherwise the use will become either impractical, expensive or both.
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Dealing with this issue, a flexible method of linking to licensed coding systems is
needed.
Taking into account the above input in terms of standardised systems and approaches, the
INCASS concept is suggested to consider the following concept, maintaining a
component instance repository that includes a catalogue based system providing
dictionaries to define and maintain the classification system and catalogue
implementations based on a dictionary.
The catalogues could also provide support for different hierarchies such as by system, by
function, arbitrary number of levels, efficient support of search and retrieval as well as
update of catalogue dictionary (i.e. migration of dictionary versions). Furthermore, the
dictionaries shall provide unlimited number of attributes of defined type (boolean, count,
integer, measure, range, enum, string, uri) and support extensible types (unit, enum).
Finally, the INCASS database maintenance dictionary should manage and track
classification nouns, attribute definitions, unit definitions and enumeration definitions.
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6 CONCLUSION AND FUTURE STEPS
Section 6 concludes the work performed in this report and summarises the main ship
machinery and equipment systems for further elaboration as suggested by the project
consortium. Hence, it integrates the results of INCASS deliverable D4.1 ‘Machinery and
Equipment Requirement’ and the work presented in the previous sections of this report.
In this respect, Table 13 suggests the ship machinery and equipment systems, sub-systems
and components to be finally considered for all three ship types (i.e. tanker, bulk carrier
and container ship. Hence, the main systems finally selected include the Main Engine
(M/E), Turbocharger (T/C), Pumps and Steering Gear system.
Furthermore, the analysis of main systems is sub-divided into key sub-systems. In this
respect, the Main Engine (M/E) system involves measurements for condition monitoring
of cylinders, pistons, bearings, camshaft and crankshaft, fuel pump, crosshead, fuel
injection and exhaust system, air cool and lubricating system. Additional condition
monitoring can be considered for the emergency switch board and group starting panel
of the Main Engine (M/E). In further, general performance parameters that affect the
engine operation as well as the fuel and lube oil parameters are taken into account. It is
essential to highlight that the variables to be controlled are also specified for each of the
mentioned sub-systems.
The second main system to be considered is the Turbocharger (T/C). Key sub-systems
include the gas inlet and outlet casing, the turbine, the air filter, the compressor as well
as the thrust bearing. Likewise, the variables to be controlled for each sub-system are also
defined. The following group of sub-systems is an integration of pumps, in order to ensure
ship efficiency and performance, expenditure and maintenance control. These are the Fuel
Oil (FO) supply, the main Lube Oil (LO) and the Cargo Pumps for the Tanker ship. The
measurements to be controlled are vibration, flow rate and pressure increase. The fourth
main system considered for condition monitoring is the Steering Gear system. The sub-
systems that layout the requirements for the variables can be summarised as the rudder
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locking valve, cross-connection valve, cylinder, crosshead, hunting gear, the pump and
the change-over valve.
Following the establishment of the users’ requirements, the ground is set for the following
task of INCASS project; T4.3 ‘Data Collection’. Hence, failure inspection and
maintenance data will be collected, including input from all stakeholders such as
Classification Societies, ship Operators/Managers/Owners/Service Providers as well as
historical and real time condition monitoring data of machinery systems and equipment.
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Table 13 Main Ship Machinery & Equipment Systems Selection According to All Involved Partners
Main Systems Motivation Sub-Systems Variables to be controlled
1 Main Engine (M/E)
Cost Efficiency / Maintenance / Ships Performance
General performance parameters
Engine speed Fuel consumption Engine torque/load E/R temperature (ambient) E/R pressure (ambient) Running Hours
Fuel parameters
Sulphur content Lower calorific value Type/composition Temperature
Lube Oil parameters Viscosity Engine Room Fan Vibration
Cylinders Exhaust Gas Temperature Pressure Liner
Piston Pressure
Main Bearings Temperature Vibration Clearances
Camshaft Deflections Timing ahead
Crankshaft Deflections
Fuel Pump Vibration Injection pressure
Crosshead Deflections Fuel Injection Valves Temperature
Exhaust Valves Temperature Pressure
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Exhaust Manifold Temperature Pressure
Air Cooler
Air Temperature inlet Air Temperature outlet Cooling water temperature inlet Cooling water temperature outlet Pressure drop
Starting Air System Temperature Pressure
Oil Mist Detectors Opacity
M/E Lubricating System Temperature Pressure Chemical
Auxiliary Blower Vibration Temperature Pressure increase
ES switch board Temperature Group Starting Panel Temperature
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Main Systems Motivation Sub-Systems Variables to be Controlled
2 Turbocharger (T/C)
Cost Efficiency / Maintenance / Ships Performance
Gas Inlet Casing Temperature Gas Outlet Casing Temperature
Turbine Vibration Temperature inlet/outlet Pressure inlet/outlet
Air Filter Temperature Pressure drop
Compressor
Vibration Temperature inlet/outlet Pressure inlet/outlet RPM
Thrust bearing Temperature Vibration Clearances
3 Pumps
Compliance Class / Statutory / Efficiency / Ship Performance / Cost Efficiency/ Maintenance
Fuel Oil (FO) supply Vibration Pressure increase Flow rate
Lube Oil (LO) Main Vibration Pressure increase Flow rate
Cargo Pump (Tanker Ship) Vibration Pressure increase Flow rate
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Main Systems Motivation Sub-Systems Variables to be Controlled
4Steering Gear System
Compliance Class / Cost Efficiency / Maintenance / Ships Performance / Safety / Environmental
rudder locking valve Temperature Pressure
cross-connection valve Temperature Pressure
cylinder Temperature Pressure
Ram Temperature Crosshead Deflections cod piece Deflections crosshead boss with keyways Deflections hunting gear Vibration pump-driving motor Vibration
pump-driving motor pump Temperature Vibration
change-over valve Temperature change-over valve pump control rod
Pressure Vibration
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7 REFERENCES
AP227, 2005. Industrial automation systems and integration -- Product data
representation and exchange -- Part 227: Application protocol: Plant spatial
configuration.
BV, 2014. BV Rules for the Classification of Steelships Part A Chapter 2 Appendix 1
Article 6.
IACS, 2014. IACS UR Z-20, Planned Maintenance Scheme (PMS) for Machinery,
http://www.iacs.org.uk/document/public/Publications/URallocation.pdf (accessed
31/01/2014).
IPDE, 2008. NSRP: Integrated Product Data Environment, Outline, 2008,
http://www.nsrp.org/industry_initiatives/NPDI_IPDE_Spec_Initial_2008_06
_30_Vers1_FINAL.pdf (accessed 31/01/2014).
LR. 2014a. LR Rules Part 5 Chapter 21 deal with the Requirements for Condition
Monitoring Systems – and Machinery Condition-Based Maintenance
Systems.
LR, 2014b. LR’s ShipRight Procedures for Machinery Planned Maintenance and
Condition Monitoring.
NORSOK, 1996. NORSOK Standard Z-DP-002: Design principles coding system.
http://www.standard.no/PageFiles/948/Z-002-DP.pdf (accessed 31/01/2014).
NPDI, 2006. NSRP: Navy Product Data Initiative, Summary, 2006,
http://www.nsrp.org/5-Navy_Product_Data.html accessed 31/01/2014 ).
SCIM, 2010. NSRP: Ship Common Information Model, Data Model, 2010,
http://www.nsrp.org/5-Ad_Hoc/SCIM/SCIM_Docs/SCIM.html (accessed
31/01/2014).
PLIB1, 2004. ISO13584-1:2004, Industrial automation systems and integration -- Parts
library -- Part 1: Overview and fundamental principles.
PLIB24, 2003. ISO13584-24:2003, Industrial automation systems and integration -- Parts
library -- Part 24: Logical resource: Logical model of supplier library.
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PLIB25, 2004. ISO13584-25:2004, Industrial automation systems and integration -- Parts
library -- Part 25: Logical resource: Logical model of supplier library with
aggregate values and explicit content.
PLIB42, 2010. ISO13584-42:2010, Industrial automation systems and integration -- Parts
library -- Part 42: Description methodology: Methodology for structuring
parts families.
RINA, 2014. RINA Rules 2014 for the Classification of Ships Part F Chapter 1 Appendix
7 Section 6.
ShipSTEP, 1995. ShipSTEP: Ship Mechanical Systems Application Protocol.
SpecTec, 2005. SpecTec, AMOS SFI Group System Product Description, 2005,
http://www.spectec.dk/Files/Billeder/PDF/SFI%20Product%20Description%
202005-09-30.pdf (accessed 31/01/2014).
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1 APPENDIX I LR ASSET MODEL
The following list indicates the LR asset model. It does not reflect a view on criticality
but it is provided for reference only.
1. Steering Gear/Electric Motor (Prime Mover) Control Cable Coupling Switchgear
2. Steering Gear/Electric Telemotor System Control System
Cable Control Valve Relay
3. Steering Gear/Hydraulic Pump Filter Liner Piston Seals Valve
4. Steering Gear/Main Hydraulic Piping System H.P. Flexible Pipes H.P. Solid Pipes H.P. Solid Pipes/Connection H.P. Valves
o Control Valve H.P. Filter L.P. Flexible Pipes L.P. Solid Pipes L.P. Valves L.P. Filter Relief Valve
5. Steering Gear/Rudder Actuator/Rotary Vane System Casing Cover Vanes
Fastener (Bolt)(To Casing) Seals
Rotor/Bearing Assembly Rudder Carrier Rotor/Seals Rotor/Seals/Bottom Seal Rotor/Seals/Top Seal
6. Steering Gear/Rudder Actuator/Hydraulic Ram System
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Cylinder o Gland
Ram o Ball Joint o Bush o Pin
Rudder Yoke/Crosshead o Slide Block
Tiller Connection o Key
7. Shafting/Aft Sternbush Bearing Retaining Strips/Rings Lining
8. Shafting/Forward Sternbush Lining
9. Shafting Stern Gland (Inboard)Oil Gland (Inboard)/Seal Ring Stern Gland (Outboard)/Oil Gland (Outboard)/Seal Ring
10. Oil Engine/Connecting Rod Bottom End Bearing Assembly
Journal Bearing o Bearing Block (As On Paxman Forked Conn
Rod)/Shell o Cap o Fastener (Bolt/Stud) o Housing o Shell o Shell/Lining o Shell/Locating Pin
Bottom End Bearing Assembly/Roller Bearing/Fastener (Bolt/Stud)
Gudgeon Pin Top End Bearing Assembly Top End Bearing Assembly/Gudgeon Pin Bearing Top End Bearing Assembly/Gudgeon Pin Bearing/Shell/Lining Top End Bearing Assembly/Spherical Bearing
11. Oil Engine/Crankcase Door Relief Valve Shaft Oil Seal
12. Oil Engine/Crankshaft Camshaft Drive Wheel (Bull Wheel) Camshaft Drive Wheel (Bull Wheel)/Camshaft Drive Teeth Camshaft Drive Wheel (Main Wheel) End Coupling/End Coupling Bolt Journal
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Journal/Bearing Surface Main Bearing Assembly
Journal Bearing Journal Bearing/Cap Journal Bearing/Fastener (Bolt/Stud) Journal Bearing/Shell Journal Bearing/Shell/Lining Journal Bearing/Thrust Face
Pin Bearing Surface
Web Balance Weight
13. Oil Engine/Exhaust Gas Turbo Charger Casing Centre Section
Bearing Assembly o Journal Bearing
Compressor Air Filter Bearing Assembly
o Journal Bearing Casing
o Inlet Diffuser Diffuser/Vane Impeller Impeller/Blade Inducer Inducer/Blade Lubricating Oil System Lubricating Oil System/Oil Collector Lubricating Oil System/Oil Seal Rotor Blade(Comp)/Diffuser Vanes
Labyrinth Labyrinth Packing/Gland Rotor
Rotor Journal (Compressor) Rotor Journal (Turbine)
Rotor Bearing Housing Rotor Bearings Seating/Holding Down Bolt Thrust Bearing Assembly
Thrust Bearing Pad Turbine
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Bearing Assembly o Journal Bearing
Housing Roller Bearing Casing
o Casing Blade/Nozzle o Inlet o Outlet
Lubricating Oil System o Lubricating Oil Pump o Oil Seal
Nozzle Rotor Blade
14. Propeller Unit/C.P. Propeller/Activating Machinery 15. Propeller Unit/C.P. Propeller/Activating Machinery/Hub 16. Propeller Unit/C.P. Propeller/Activating Machinery/Oil Transfer Unit
(O.D.Box) 17. Propeller Unit/C.P. Propeller/Blade 18. Propeller Unit/C.P. Propeller/Blade/Fastener (Bolt/Stud) 19. Propeller Unit/C.P. Propeller/Blade/Flange/I.W.O. Bolt Hole 20. Propeller Unit/C.P. Propeller/Blade/Half Blade 21. Propeller Unit/C.P. Propeller/Blade/Seal 22. Propeller Unit/C.P. Propeller/Blade/Tip 23. Propeller Unit/C.P. Propeller/Control System (External) 24. Propeller Unit/Fixed Pitch Propeller 25. Propeller Unit/Fixed Pitch Propeller/Blade 26. Propeller Unit/Fixed Pitch Propeller/Blade/Half Blade 27. Propeller Unit/Fixed Pitch Propeller/Blade/Surface 28. Propeller Unit/Fixed Pitch Propeller/Blade/Tip 29. Propeller Unit/Fixed Pitch Propeller/Cap 30. Propeller Unit/Fixed Pitch Propeller/Hub 31. Propeller Unit/Fixed Pitch Propeller/Propeller Securing Nut 32. Propeller Unit/Fixed Pitch Propeller/Rope Guard
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2 APPENDIX II BV CONDITION MONITORING
REQUIREMENTS
Appendix II provides the BV requirements for main ship machinery and equipment
systems Condition Monitoring.
For the main diesel engine the parameters to be checked are the following (according to
section 6.1.3, BV 2014):
power output
rotational speed
indicator diagram (where possible)
fuel oil temperature and/or viscosity
charge air pressure
exhaust gas temperature for each cylinder
exhaust gas temperature before and after the turbochargers
temperatures and pressure of engine cooling systems
temperatures and pressure of engine lubricating oil system
rotational speed of turbochargers
vibrations of turbochargers
results of lubricating oil analysis
crankshaft deflection readings
temperature of main bearings.
For the main and auxiliary steam turbines the parameters to be checked are the following
(according to section 6.1.4, BV 2014):
turbine bearing vibrations
power output
rotational speed
plant performance data, i.e. steam conditions at the inlet and outlet of each
turbine, saturated, superheated and desuperheated steam conditions at the
outlet of boilers, condenser vacuum, sea temperature.
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For the auxiliary diesel engines the parameters to be checked are the following (according
to section 6.1.5, BV 2014):
exhaust gas temperature before and after the turbochargers
temperatures and pressure of engine cooling systems
temperatures and pressure of engine lubricating oil system
rotational speed of turbochargers
crankshaft deflection readings.
For other auxiliary machinery the parameters to be checked are the following, as
applicable (according to section 6.1.6, BV 2014):
inlet and outlet temperatures of cooling systems
inlet and outlet temperatures of heating systems
vibrations and performance data of pumps and fans
differential pressure at filters.
For electric propulsion motor the parameters to be checked are the following, as
applicable (according to section 6.1.2, BV 2014):
vibrations and noise of electric motor where applicable
temperature of windings
temperature of built-in coolers
temperature of bearings
temperature of cooling air
insulation measurement
winding resistance
speed of electric motor
current of electric motor and on field windings if applicable
voltage of electric motor in each phase.
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3 APPENDIX III LR CONDITION MONITORING
REQUIREMENTS
Appendix III presents the condition monitoring requirements from the LR perspective as
shown next.
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4 APPENDIX IV RINA CONDITION MONITORING
REQUIREMENTS
Appendix IV provides the condition monitoring requirements for Diesel Engines for
propulsion and main electrical generation aspects as well as Electric Propulsion Motor
with Associated Frequency Converter
Diesel Engines for Propulsion and Main Electrical Generation
Parameters to be monitored Diesel engine (single or dual fuel) for
direct main propulsion Diesel engine for electric power
generation
Request Minimum periodicity Request Minimum periodicity
Power output Yes Weekly Yes Weekly
Running hours Yes Weekly Yes Weekly
Rotational speed Yes Weekly Yes Weekly
Indicated pressure diagram (where possible) or pressure-time curves
Yes Weekly Yes Weekly
Fuel oil temperature and/or viscosity
Yes Weekly Yes Weekly
Charge air pressure and temperature at receiver
Yes Weekly Yes Weekly
Exhaust gas temperature for each cylinder
Yes Weekly No -
Exhaust gas temperature before and after the turbochargers
Yes Weekly Yes Weekly
Temperatures and pressure of engine cooling system
Yes Weekly Yes Weekly
Temperatures and pressure of engine lube oil system
Yes Weekly Yes Weekly
Rotational speed of turbochargers Yes Weekly Yes Weekly
Bearing vibrations of turbochargers Yes Monthly Yes Monthly
Results of lube oil analysis Yes 3 months Yes 6 months
Crankshaft deflection readings Yes 6 months Yes 6 months
Analysis of the fluid of crankshaft torsional vibration damper (if viscous type) according to maker's instructions
Yes 6 months or as per maker’s instruction
Yes 6 months or as per maker’s instruction
Temperature of main bearings and crankcase pressure
Yes Weekly Where available
Yes Weekly Where available
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Fuel oil analysis (ISO 8217:2005) Yes At every bunkering Yes At every bunkering
Engine load (%) No - Yes Weekly
Alternator load (kW) No - Yes Weekly
Inspection of bedplate structure/ chocks / down bolts
Yes 6 months Yes 6 months
Vibration of bearings of diesel generator and alternator
No - Yes 4 months
(1) To be read by a torquemeter or other equivalent instrument, or through the governor output, or by taking the position of the rack
(2) Reading points of turbocharger's rotational speed and bearing vibrations are to be identified according to the Manufacturer's instructions
Note 1: If the Owner opts to monitor the turbocharger(s) independently of the diesel engine, the following measures are to be taken on a weekly basis as a minimum: • Exhaust gas temperature before/after turbocharger • Charge air pressure at receiver • Turbocharger rotational speed and vibration. Reading points are to be identified according to the Manufacturer's instructions.
Electric Propulsion Motor with Associated Frequency Converter
Method Requirement
Performance Monitoring Propulsion Motor: Continuous or periodical monthly monitoring of: • Supplying current on main switchboard (phases and windings) • Converter current (phases and windings) • Feeding transformer highest winding temperature • Motor highest winding temperature • Rotational speed • Encoder for rotor position check • Bearing temperature at drive end (D.E.) • Bearing temperature at non-drive end (N.D.E.) • Cooling air in temperature • Cooling air out temperature • Highest cubicle temperature • Converter heat exchanger temperatures • Motor D.E. and N.D.E. oil leakage detection Propulsion system insulation resistance: every 12 months
Vibration Monitoring Periodical monitoring of motor bearings. No less than one per month
Lubricant Analysis Regular sampling, laboratory testing. No less than one sampling every 6 months
Oil Transformer analysis
Regular sampling, laboratory testing. No less than one sampling every 6 months
In the case of cooling system equipment such as centrifugal pumps, electric motor driven
it is required periodical check of:
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rotational speed
vibration monitoring with associated readings
pressure at suction/delivery
electric motor current
Alternatively for engine driven pumps, vibration readings are always to be taken at the
same engine speed (rpm). The minimum frequency of checks on a monthly basis are
summarised as sea water cooling pumps, high and low temperature fresh water cooling
pumps, general service low temperature pumps, while on annual quarters as preheating
high temperature cooling system pumps.
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5 APPENDIX V MACHINERY SYSTEMS AND
COMPONENTS FOR TANKER SHIP
The following list presents a sample of machinery systems and components for the Tanker
ship
Component Description Category
Alarm & Monitoring Control System E/R Alarms test Testing
PM Alarm testing Testing
Aux. Boiler No1. ‐ Alarms & Trips PM Aux. Boiler No1. ‐ Alarms & Trips Monthly checking ‐ Testing Checking ‐ Testing
Aux. Boiler No2. ‐ Alarms & Trips PM Aux. Boiler No2. ‐ Alarms & Trips Monthly checking ‐ Testing Checking ‐ Testing
Cargo & Bunker Tank Overfill Level Alarm PM Alarm testing Testing
Donkey Boiler ‐ Alarms & Trips PM Donkey Boiler ‐ Alarms & Trips Monthly checking ‐ Testing Checking ‐ Testing
Emergency Air Compressor (Complete) PM Emergency Air Compressor 4000 Hours Maintenance Maintenance
PM CSM ‐ Compresses air system ‐ emergency Air compressor Class survey
PM Emergency air compressors Monthly checked Checking
PM Emergency air compressor 2‐Monthly Maintenance Checking ‐ Cleaning
PM Emergency air compressor overhaul Overhauling
Emergency Diesel Generator PM Emergency Diesel generator 5‐yearly overhaul Overhauling
PM CSM‐Emergency power distribution system Class survey
PM CSM‐Emergency power distribution system Class survey
PM Emergency diesel generator monthly checks Checking
PM CSM‐Emergency power distribution system Class survey
PM CSM‐Emergency power distribution system Class survey
PM Inspection of flexible hoses Inspection
Emergency fire pump PM Emergency fire pump 5‐Years overhaul Overhauling
PM CSM‐fire main system‐fire emergency pump Class survey
PM Emergency fire pump monthly checks checking
PM Emergency fire pump weekly checks checking
EPIRIB PM EPIRIB ‐ Monthly checks checking
PM EPIRIB ‐ Yearly checks checking
PM EPIRIB every five years check checking
PM EPIRIB ‐ deficiency repair
Fire detection & general alarm PM Alarm testing Testing
FO & DO quick closing mechanisms PM FO & DO quick closing mechanism check Testing
Foam fire fighting systems PM Pressure testing of foam line Testing
G.M.D.S.S. Batteries PM G.M.D.S.S. Batteries weekly checks Checking
PM G.M.D.S.S. Batteries Quarterly checks Checking
PM G.M.D.S.S. Batteries monthly checks Checking
PM G.M.D.S.S. Batteries ‐ deficiency repair
G.M.D.S.S. ‐ MF/HF PM G.M.D.S.S. MF/HF Monthly checks checking
PM G.M.D.S.S. MF/HF deficiency repair
High expansion foam fire extinguishing PM Fixed foam systems yearly checks Checking
Inert Gas System ‐ Alarms and Trips PM Inert Gas System ‐ Alarms and Trips Weekly checking‐Testing Checking ‐ Testing
PM Inert Gas System ‐ Alarms and Trips every voyage checking‐Testing Checking ‐ Testing
Lifeboat with engine No.2 PM Lifeboat on Load release gear/winch break yearly testing Testing
PM Lifeboats five year checks Checking
M/E Alarms & trips PM M/E Alarms & Trips 3 Monthly checking testing Checking ‐ Testing
M/E Control ‐ Alarms & Trips PM M/E Control ‐ Alarms & Trips Monthly checking ‐ Testing Checking ‐ Testing
M/E Oil Mist detector system PM M/E Oil Mist detection function testing Testing
PM M/E Oil Mist detection function overhaul Overhauling
Magnetic Compass PM Magnetic Compass every 2 years check Checking
PM Magnetic Compass ‐ deficiency repair
PM Magnetic compass monthly Checks Checking
Main fixed VHF radio telephone PM Main fixed VHF ‐ Deficiency repair
PM Main fixed VHF weekly checks checking
No1 Cargo oil pump ‐ Alarms & tips PM No1 Cargo oil pump ‐ Alarms & tips 3‐Months Check‐Testing checking‐testing
No1 D/G alarms & trips PM No1 D/G ‐ Alarms & tips 3‐Months Check‐Testing checking‐testing
No2 Cargo oil pump ‐ Alarms & tips PM No2 Cargo oil pump ‐ Alarms & tips 3‐Months Check‐Testing checking‐testing
No2 D/G alarms & trips PM No2 D/G ‐ Alarms & tips 3‐Months Check‐Testing checking‐testing
No3 Cargo oil pump ‐ Alarms & tips PM No3 Cargo oil pump ‐ Alarms & tips 3‐Months Check‐Testing checking‐testing
No3 D/G alarms & trips PM No3 D/G ‐ Alarms & tips 3‐Months Check‐Testing checking‐testing
ODME System PM Oil discharge monitoring system‐ Alarms & trips checking‐testing
PM ODME System 6‐montly Checking/Cleaning Checking‐Cleaning
PM ODME System 6‐montly weekly checks checking
PM ODME System 6‐montly monthly checks checking
Personnel alarms PM Personnel alarms Weekly checking‐testing checking‐testing
Portable Gas Detection Instrument PM Portable Gas Detection Instrument Checking
PM List of calibration Gases Inventory
portable GMDSS VHF Radio telephone PM portable GMDSS VHF ‐ Monthly Checks Checks
PM portable GMDSS VHF ‐ Deficiency Repair
Pressure/Vacuum Valves PM P/V Valves Checking, Cleaning and renewal of wire Gear Checking‐Cleaning
PM P/V Valves Pressure and Vacuum Adjusting Adjustment
PM P/V Valves free operation checking Checking
PM P/V Valves Pressure and Vacuum Adjusting Adjustment
Radar S band PM Radar S band Yearly checks Checking
PM Radar S band Monthly checks Checking
PM Radar S band Deficiency Repair
Radar X Band PM Radar x band Yearly checks Checking
PM Radar x band Monthly checks Checking
PM Radar x band Deficiency Repair
Steering gear alarms PM Steering Gear ‐ Alarms Monthly Checking ‐ Testing checking‐testing
Ventilation Fire Flaps PM Ventilation fire flaps Quarterly Checks Checking
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6 APPENDIX VI MACHINERY SYSTEMS AND
COMPONENTS FOR BULK CARRIER SHIP
The following list presents as exemplary list of installed equipment and machinery on
Bulk Carriers. In a similar manner, the provided information is evaluated and considered
for the selection of ship systems for Condition Monitoring
1 MAIN ENGINE 39 LO MAIN PUMPS 77 EVAPORATOR FEED PUMP 115 LSA
2 A/E TURBOCHARGERs 40 LO PIPES, VALVES, FITTINGS 78 FRESHWATER HYDROPHORE PUMP 116 TUNNEL WATER TIGHT DOOR
3 ALTERNATORS 41 LO STERN TUBE COOLER 79 FRESHWATER HYDROPHORE SYSTEM 117 SKY LIGHTS QUICK CLOSING
4 AUXILIARY ENGINES 42 LO STERN TUBE PUMPS 80 FRESHWATER REHARDENING FILTER 118 MAIN FIRE, BILGE & GS PUMPS
5 EM. GENERATOR ALTERNATOR 43 LO TRANSFER PUMP 81 FRESHWATER STERILIZATION UNIT 119 WATER MIST EXTINGUISHING SYSTEM
6 EM. GENERATOR ENGINE 44 COMPR. AIR CONTROL AIR DRYER 82 HOT WATER CIRCULATING PUMP 120 DECK TOOLS
7 EMERGENCY LIGHTS 45 COMPRESSED AIR SYSTEMS 83 SANITARY SYSTEM 121 MEDICAL EQUIPMENT
8 POWER GENERATION & DISTRIBUTION 46 EM. START COMPRESSOR 84 SEWAGE TREATMENT PLANT 122 COMMUNICATION EQUIPMENT
9 PROPULSION SYSTEM 47 DECK SERVICE AIR COMPRESSOR 85 BILGE SYS.ER OILY WATER SEPARATOR 123 NAVIGATION EQ.
10 SHAFTING SYSTEM 48 MAIN STARTING COMPRESSORS 86 VENTILATION ACCOMMODATION FANS 124 LOADING COMPUTER
11 PROPEELELR SPEED/DIRECTION IND. 49 WORKING AIR COMPRESSOR (SPINDLE) 87 VENTILATION CARGO HOLD FANS 125 ANCHOR & MOORING EQ
12 BATTERIES 50 AUX.BOILER BURNER UNIT 88 VENTILATION DUCT KEEL FANS 126 ANCHOR & MOORING WINDLASS SB
13 HFO PURIFIERS 51 AUX.BOILER F.O. SUPPLY PUMPS 89 VENTILATION ER FANS 127 HYDR. PACK FWD COOLING PUMP
14 D.O. PURIFIERS 52 AUX.BOILER WATER FEED PUMPS 90 VENTILATION PAINT STORE FAN 128 HYDRAULIC POWER PACKS
15 LO A/E PURIFIERS 53 AUXILIARY BOILER 91 VENTILATION PASSAGE WAY FAN 129 HYDRAULIC POWER PACKS PUMPS
16 FO A/E CIRCULATION PUMPS 54 BOILER FEED FILTER TANK 92 VENTILATION STEERING GEAR ROOM 130 HATCH COVERS & COAMINGS
17 FO A/E HEATER 55 CONDENSER 93 INCINERATOR 131 DECK CRANES F.O.HOSES HANDL.DAVITS
18 FO A/E MDO FLUSHING PUMP 56 STEAM & HEAT SYSTEM 94 SLUDGE PUMP 132 DECK CRANES CARGO
19 FO A/E VISCOTHERM 57 FRESHWATER SYSTEM 95 AUTOM.SYS.ALARM & MONITOR.ENGINE 133 BILGE SYSTEM CARGO HOLD BILGES
20 FO HFO PURIFIER HEATER 58 HT FRESHWATER COOLER 96 HOISTING EQUIPMENT 134 BILGE SYSTEM HOLD BILGE PUMP
21 FO HFO PURIFIER SUPPLY PUMPS 59 HT M/E JACKET COOLING F.W. PUMPS 97 HOISTING EQUIPMENT MAIN ER CRANE 135 CARGO HOLD LADDERS
22 FO HFO TRANSFER PUMP 60 HT M/E JACKET W. PREHEATER 98 TOOLS ENGINE
23 FO M/E & A/E COMMON AUTO-FILTER 61 LT CENTRAL F.W. COOLING PUMPS 99 OTHER M.G.P.S.
24 FO M/E CIRCULATION PUMPS 62 LT CENTRAL FRESH WATER COOLER 100 OTHERS ICCP
25 FO M/E HEATER 63 SEAWATER SYSTEM 101 QUICK CLOSING VALVES
26 FO M/E SUPPLY PUMPS 64 SW MAIN COOLING PUMPS 102 SAFETY CHECKS
27 FO MDO TRANSFER PUMP 65 AIRCON.-UNITS COOLERS 103 EMERGENCY FIRE PUMP
28 FO PIPES, VALVES, FITTINGS, ACTUATOR 66 AIRCONDITION AIR HANDLING UNIT 104 FFE BREATH.APPARAT.-AIR COMPRESSOR
29 FO/ LO AUTO-FILTER PRESS INDICATOR 67 AIRCONDITION COMPRESSORS 105 FIRE BOXES INCL HOSE, NOZZLE, REEL
30 LO A/E PURIFIER HEATER 68 AIRCONDITION CONTROL & MONITORING 106 FIRE DETECTION & ALARM SYSTEM
31 LO A/E PURIFIER SUPPLY PUMPS 69 AIRCONDITION PIPES, VALVES, FITTINGS 107 FIRE FIGHTING CO2 SYSTEM
32 LO CYL.-OIL SHIFT/TRANSFER PUMP 70 PROV.PLANT CTRL.&MONITOR.SYSTEM 108 FIRE FIGHTING EQUIPMENT
33 LO M/E AUTOFILTER 71 PROVISION REF COOL. COMPRESSORS 109 FIRE FIGHTING SYSTEM
34 LO M/E CROSSHEAD INDICATOR FILTER 72 BALLAST SYSTEM BALLAST PUMPS 110 CO2/FOAM/HALON ALARM
35 LO M/E CROSSHEAD PUMPS 73 BALLAST SYSTEM CONTROL PANEL 111 FIXED FIRE EXTINGUISHING SYSTEM
36 LO M/E PURIFIER HEATER 74 BALLAST SYSTEM HEEL.-PLANT PUMP 112 GENERAL FIRE PREVENTION
37 LO M/E PURIFIER SUPPLY PUMP 75 BALLAST SYSTEM PIPES,VALVES,FITTINGS 113 LIFEBOATS
38 LO MAIN COOLER 76 EVAPORATOR 114 LIFERAFTS
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7 APPENDIX VII CONDITION MONITORING
REQUIREMENTS FOR CONTAINER SHIP
The following figures show the requirements for condition monitoring related to the
container ship
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8 APPENDIX VIII MAIN SHIP MACHINERY SYSTEMS
AND COMPONENTS
The following figures present information provided by inspection companies related to
main ship machinery systems and components as shown next
Figure 3 Sample of alarm history record
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Figure 4 Oil analysis results
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Figure 5 D/G Engine principal particulars
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9 APPENDIX IX ENGINE ROOM, MAIN & AUXILIARY
MACHINERY SURVEY
The following questions form part of the survey for the Engine Room, Main & Auxiliary
machinery systems
1 Is the engine room clean and tidy? Yes
2 Are there any oil leaks? No. see comments
3 Are there any water leaks? No
4 Are engine room floor plates secured? Yes
5 Lighting level in machinery rooms, steering gear
compartment and store. Is it adequate? Yes
6 Main engine, type and condition? ZGODA, SULZER TAD48
Working in good order
7 Condition of main boiler? N/A
8 Number and condition of generators? 3(three), Working in good order
9 Were generators seen running under load and
working individually and in parallel?
Yes, found in good working
order. Individually and parallel.
10 Are lubricating and fuel oil purifies working? Yes
11 When lubricating oil was last analysed, and is
analysis required/overdue? <Date>. see comments
12 Are engine room logs maintained? Yes
13 Does the vessel have a Class approved Planned
Maintenance system? Date of Certificate
Yes. ISM Code (Chapter 10)
<Date> valid to <Date> issued
by <Class>
14 Are switchboards clean and operational? Yes
15 Are all engine room valves and gauges working? Yes
16 Are safety mats in place? Yes
17 Condition of electric wiring and conduits? Good
18 Are settling tanks in good order? Yes
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19 Are bunker tank gauges working? Yes
20 Were the air compressors tested? Yes. <Location, Date>
21 Are sea inlets and overboard discharge valves in
order and without leaks? Yes. Without leaks
22 Does stern gland leak? No
23 Condition of propeller and rudder? Not seen
24 Is spare gear sufficient and well stowed? Yes
25 Were engine room bilge pumps tested and
working?
Yes. <Location, Date>.
Tested Satisfactory
26 Are bilges clean? Yes
27 Bilge alarms, confirm all functional and date last
tested <Date>
28 Bilge Alarm settings, depth bilge well alarm
triggers. Date <Date>
29 Stern Seal, when last renewed. <Date>
30 Main engine slowdowns/shutdowns & Alarms last
tested <Date>
31 Is ballast and general service system operational? Yes
32 Is there a sanitation system and was it working? Sanitation system was found in
good order
33 Were remote closings for skylights and
bulkheads tested and in order? Yes
34 Was steering tested and found in order? Tested. Found in good order.
35 Were emergency steering arrangements tested
and found in order? Tested. Found in good order.
36 Are emergency communications satisfactory? Yes
37 Are CO2 room and CO2 system in good order? Yes.
38 When CO2 system was last tested/inspected? <Date>. There are Records
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39 Was emergency generator started and seen
running? N/A
40 Are emergency steering instructions posted? Yes
41 Is emergency fuel shut offs in order? Yes
42 Are all engine alarms working? Date last tested? Yes. <Date>
43
Are engine room crew provided with and using?
a) protective non-slip footwear b) overalls c) goggles d) safety helmets e) ear defenders f) welder’s mask and gloves
a) Yes b) Yes c) Yes d) Yes e) Yes f) Yes
44 Are safety notices prominently displayed? Yes
45 Is a means of escape provided from the engine
room? Are emergency escape routes well signed?
Yes
Yes
46 Is the engine room manned at all times? Yes
47 Are engine room ladders and handrails sound and
clean? Yes
48 Are all machinery guards sound and in place? Yes
49 Pipe systems labelled or colour coded? Yes. Colour coded.
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10 APPENDIX X AUXILIARY BOILER AND
COMPONENTS VISUAL INSPECTION
Visual Inspection procedure for Auxiliary Boiler and components
1. Dismantle the gauge glass for cleaning. Repack and grease all bolts.
2. Check wires for remote closing of the gauge glass and emergency closing devices.
3. Exchange all boiler test chemicals with new and mark them accordingly.
1. Remove and clean burner nozzles.
2. Check and clean sealing surfaces.
3. Check clean flame detector and inspect cable connection.
1. Dismantle the cover. Clean and inspect the impeller.
2. Clean the bearings and refill with grease.
3. Renew packings as necessary.
1. Check the fan for vibrations.
2. Grease the bearing and check for overheating.
3. Grease or lubricate the fan champer linkage
1. Close all steam and condensate valves and drain off oil and condensates
2. Remove end cover and draw out elements
3. Clean element by immersing in cooler cleaner solution
4. Clean and inspect heater housing
5. Dismantle safety relief valve, check all parts and replace if necessary
6. Remount cooler using new gaskets
For further information reference to the Instruction Manual is made or contact the
manufacturer
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11 APPENDIX XI COMPRESSORS VISUAL INSPECTION
PROCESS
Visual inspection process related to Compressors
1 Drain the cooling water from the compressor and remove the cylinder head 2 Clean the cylinder head thoroughly and check for cracks or damages in seating 3 Remove and check the big end bearings for wear 4 Clean and inspect cooler tubes and the compressor water compartments and renew
the zinc anodes 5 Drain off the oil system and clean the crankcase and the oil strainer 6 Reassemble the compressor and refill the oil and the cooling water system
7 Drain oil from compressor’s crankcase and from delivery separator. Clean oil suction strainer and renew oil filter element. Refill with the correct charge of fresh oil
8 Remove cylinder covers and examine suction and delivery valves and springs. Renew as necessary
9 Remove and renew safety disc 10 Remove and clean, liquid, suction and compressor lubricating oil strainers 11 Remove the end covers of the shell, tube and multi-pass condensers. Clean and
examine tubes and tube plates
For further information reference to the Instruction Manual is made or contact the manufacturer
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12 APENDIX XII DIESEL ENGINES PERIODICAL
SURVEY
Inspection items for Periodical Survey of Diesel Engines
ITEM INSPECT CHECK/LOOK FOR
Crankshaft Alignment Deflection record Foundation Chocks Bolts Loose (hammer, feeler gauge, wear,
cracks) Loose (check torque)
Bedplates and frames
Leakage, cracks (detection while running)
Reversing and starting gear
Reversing Starting Function test, inspection control system for wear Function test, wear/leakage in control gear, Distributor and pipes, flame arrester/bursting disc intact
Cylinder cover/valves
Valves and seats Valve stem Valve guides Starting air valve
Wear*, flame grooves, cracks Wear, corrosion , deposit Wear, deposit Leakage
Cylinder/ liner
Waterside Gas side
Corrosion, cavitation, deposit, Cracks, wear
Piston/ rod Piston crown Ring grooves Piston skirt Piston rings Piston rod Stuffing box
Cracks, erosion Wear*, deposit, Wear*, deposit below upper ring, seizure marks Wear*, “below by”, scoring, free movement Wear in stuffing box area Seal condition
Connecting rod & top end
Top end bearings Crosshead bearings Crosshead pin
Wear*, wiping, scoring, melting, fatigue, corrosion, deposit Wear*, wiping, scoring, melting, fatigue, corrosion, deposit Wear*, deposit, corrosion
Bottom end & crankpin
Bearings Housing Crankpin
Wear*, wiping, scoring, melting, fatigue, corrosion, cavitation, erosion, deposit Fretting, corrosion, microwelding
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Wear*, cracks, fretting corrosion, corrosion, scoring, hot running
Main bearing & journal
Bearings Housing Journal
Wear*, wiping, scoring, melting, fatigue, cavitation erosion, corrosion, deposit Fretting, corrosion, microwelding Wear*, cracks hot running, fretting corrosion, corrosion, scoring
Torsion damper Geislinger type Holset type
Worn/broken springs Worn/broken springs, deposit (if possible), damper ring free filled with viscous fluid (oxidation of fluid or lack of fluid may lock damper by clogging or seizure)
Drive for camshaft & attached pumps
Gears Chains
Fitting, scoring of other gear teeth damage Worn bearings Correct tension, wear
Fuel system H.P. pumps L.P. pipes H.P. pipes and injection valves
Leakage, wear of cam, roller, rocker steam and steering Leakage clamping (if necessary : shielding) Leakage, shielding of pipes
Scavenging system Piston underside Air valves receiver
Deposit, drainage Function, deposit Deposit
Supercharging arrangement
Air strainer inlet and outlet Housing Turbine rotor Cooler
Deposit Corrosion (if cooled) Damage on blades, deposit on blades, free running, balance Leakage, deposit (air side), corrosion (water side)
Exhaust system Leakage, insulation *wear measurement to be carried out as specified by maker
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13 APPENDIX XIII DAMAGE, WEAR
CHARACTERISTICS AND FAILURE CAUSES OF
DIESEL ENGINES
Information related to damage, wear characteristics and failure cause of Diesel Engines
DAMAGE TYPE CHARACTERISTICS CAUSE
Wear/abrasive Evenly worn, smooth surface
Lubrication oil contamination (abnormal wear) hard, fine particles
Corrosion Corroded surface deposit
Lubrication oil contamination chemicals water
Fretting corrosion Corroded surface Vibration during stop periods
Scoring Scored surface Particles, bearing failures
Overheating Blush coloured surface and/or heavy scored
Interruption of lubrication oil. Wrong assembly of bearing. Other bearing failures (see bearing failures)
Cracks/micro Arbitrary orientation detected by magnetic particles or dye penetrant
Overheating (in connection with bearing seizure)
Cracks/breakage Starting from material interior
Material faults
Cracks/fatigue Normally starting in fillets or oil bores
Cyclic overload misalignment Cyclic overload failing support/loosened chocks and holding down bolts Cyclic overload abnormal torsional / axial vibrations
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14 APPENDIX XIV DIESEL ENGINE COMPONENTS DAMAGE IDENTIFICATION
Inspection items related to Diesel Engine components for damage identification
Pis
ton
Cro
wn
Pis
ton
skir
t
Pis
ton
ring
s
Cyl
inde
r li
ner
x x x x Wear abrasive Evenly worn,
relatively
smooth surfaces
Foreign particles (dust
of hard particles,
cement)
Air contamination
Inadequate air intake
filters
x x x x Wear scuffing
scoring
Rough surface
areas with
longitudinal
scores on liner
and rings
Inadequate lubrication.
Badly matching
material in liner and
rings
x Wear blow by Longitudinal
scores on ring
surface
Inadequate properties
on rings. Tension of
rings lost
(overheating).
Clogging in rings in
grooves (acidation of
lubrication oil).
Clogging of rings in
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grooves (bad
combustion)
x x x x Seizure
Passing
Total
Scored/fired
Piston crown &
skirt
Piston stack in
cylinder
Overheating –
inadequate cooling
Overheating –
scuffing/scoring
Overheating – blow
by/broken rings
x Corrosion Water side
corroded
Cooling water
contamination
Bad cooling water
treatment
x Corrosion Liner lower part Sulphuric acid
x Cavitation
erosion
Eroded grooves
in surface/water
side
Local vibration
combined with high
water speed also low
pressure
x Cracks Upper part Thermal overloading
(interrupted cooling)
Cyclic overload
(design)
x Cracks Corrosion/erosion on
water side
Piston seizure
x Cracks/fatigue Starting from
interior
Cyclic overload
(design)
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x cracks Starting from
combustion
chamber
Overheating
interrupted cooling.
Thermal overload
design/bad combustion
x Flame erosion Eroded
solutions in
combustion
chamber
Bad
combustion/injection
Wrong fuel oil
CONNECTING RODS
Big end
bearing
housing
serration
Fretting Small pits in
serration surface
Insufficient bolt
tightening micro
movement
Big end
bearing
housing
serration
Cracks/fatigue Starting in serration
bottoms
Cyclic
overload/stress raiser
in serration (design)
Big end
housing
Micro welding Small weld
protrusions on
surface
Relative movement
between bearing and
housing. Insufficient
press fit of bearing
Connecting
rod
Bent/broken Piston seizure
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BED PLATE AND FRAME
Cracks /fatigue Material faults/welds faults
Cyclic overload – misalignment,
holding down bolts loosened
Cyclic overload vibration, axial
torsional
Structural prestress from welding –
insufficient stress received
Deformations Bent structure Heavy damage in connection with
piston seizure or crankshaft failure
CYLINDER BLOCK
Cracks Welded Weld stress –
insufficient stress
relieved
Cyclic overload
(design)
Cooling jackets Corrosion Water side
Cooling jackets Cavitation
corrosion
Eroded pits
water side
Cavitation
vibration, high
cooling water
velocity, low
pressure
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CAMSHAFT AND PUMP DRIVES
Gear teeth Scored Material fault
Interruption of oil
Pitted/chipped Bad tooth contact – misalignment
Torsional vibrations
Broken/fatigue Bad tooth contact – misalignment
Torsional vibrations (seizure in valve
gear)
Broken abruptly Material fault
Foreign object between gears
Chains Stretched/broken Transversal vibration of chain torsional
vibration (seizure in valve gear)
CAMSHAFT, VALVE GEAR AND VALVES
Cams Pitting/
brinelling
Sharply limited zone
pitted
Insufficient material properties
(hardening)
Excessive peak stress due to gear
dynamics
Rocker alignment ineffective
Cams Crushing/
bending
Seizure of valve
(Seizure of fuel pump plunger or
rocker)
Drive failure - piston impact
Rocker Seizure Lubrication oil contamination
particles
Push
rod
Bent Drive failures
Seizure of valves
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Valves Bent/
broken
Drive failure
Seizure of valves or valve gear
“Parting” in valve gear due to
torsional vibration
Seizure Deposit on valve stems and guide
Interruption of lubrication oil
Interruption of cooling
Flame
eroded
Grooves in seat Overheating
Deposit on seat
Sticking in guide
BEARING DAMAGE, JOURNAL BEARINGS
Top
end
s
Cro
ss h
ead
Mai
n &
bot
tom
end
Thi
n w
all s
hell
DAMAGE CHARACTERISTICS CAUSE
x x Fretting
corrosion
Rusty surface on
journal, surface on
bearing with black
deposit
Vibration during
still stand
x Cavitation
erosion
Eroded area removed
bearing metal –
particularly around oil
grooves
Local cavitation –
design failure
Local cavitation –
dynamic movement
of journal
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x x Pitting/
electro
Main
bearing
Finely spread melting
pits in bearing surface
Electric discharge,
mostly connected to
generators
x Micro
welding
Welded spots in
bearing house/crates
in bearing shell
backside
Micro movements
of bearing in house
– inadequate press
fit (big end bearing)
x x x x Melting Metal layer melted Overheating –
interruption of
lubricating oil
Overheating –
scoring/ corrosion/
fatigue/ erosion
Overheating –
wrong assembly
x x x x Wear/
scoring
Circumferential
stripes in pin and
bearing
Lubrication oil
contamination
particles,
inadequate filtering
x x x x Wear/
corrosion
Corrosion on pin
wear/deposit on
bearing
Lubrication oil
contamination
chemicals,
inadequate
separation of water
x x x x Wiping
firing
Section of fired
bearing metal
Local overheating –
bad alignment /
wrong assembly
D4.2 (WP4) – Stakeholders’ Data Requirements
This document is produced by the INCASS Consortium, funded by the European Commission (FP7/2007-2013).
Grant Agreement n° 605200.
Page 86 of 86
Local overheating –
interruption of
lubricating oil
x x x x Fatigue Areas of finely
cracked network or
removed bearing
metal
Cyclic overloading
misalignment,
internal forces
Cyclic overloading
– vibrations
Cyclic overloading
inferior material
AXIAL BEARINGS
DAMAGE CHARACTERISTICS CAUSE
Crank shaft
Guide
bearings
Wear /scoring
Wear/
corrosion
Melting/
seizure
Scored bearing surface
and flange
Corroded flange
wear/deposit on bearing
Bearing metal removed
by melting
Lubrication oil
contaminated particles
(inadequate filtering)
Lubricating oil
contamination – chemicals -
water
Axial overload (clutch/
elastic coupling
adjustment)