D4.2 - Stakeholders' data requirements

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.

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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




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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.




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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




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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




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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




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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




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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


Operators/Managers/Owners/Service Providers for Bulk Carrier Ship ....... 34


Operators/Managers/Owners/Service Providers for Container Ship ........... 35

Table 13 Main Ship Machinery & Equipment Systems Selection According to All

Involved Partners .......................................................................................... 47




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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




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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’.




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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




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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




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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




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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.




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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




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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




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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.




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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.




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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,




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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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Operators/Managers/Owners/Service Providers for Tanker Ship

Tanker Ship

Classification Societies Ship

Operators/Managers/Owners/Service Providers

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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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


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





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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.


Operators/Managers/Owners/Service Providers for Container Ship

Container Ship

Classification Societies Ship

Operators/Managers/Owners/Service Providers



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


Alternator


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




Page 46 of 86

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.




Page 47 of 86

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




Page 49 of 86

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




Page 51 of 86

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.


library -- Part 24: Logical resource: Logical model of supplier library.




Page 52 of 86


library -- Part 25: Logical resource: Logical model of supplier library with

aggregate values and explicit content.


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).




Page 53 of 86

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





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):





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.




Page 60 of 86




Page 61 of 86

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


Charge air pressure and temperature at receiver


Exhaust gas temperature for each cylinder

Yes Weekly No -

Exhaust gas temperature before and after the turbochargers


Temperatures and pressure of engine cooling system


Temperatures and pressure of engine lube oil system


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 Emergency diesel generator monthly checks Checking



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





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




Page 67 of 86




Page 68 of 86

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




Page 70 of 86

Figure 5 D/G Engine principal particulars




Page 71 of 86

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




Page 73 of 86

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.




Page 74 of 86

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




Page 75 of 86

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




Page 76 of 86

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




Page 77 of 86

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




Page 78 of 86

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




Page 79 of 86

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




Page 80 of 86

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)




Page 81 of 86

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




Page 82 of 86

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




Page 83 of 86

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




Page 84 of 86

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




Page 85 of 86

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




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)

Documents

D4.2 - Stakeholders' data requirements