RINA

International Conference

the management of maintenance, reliability and safety in the

maritime industry25-26 JANUARY 2012

RINA HQ, LoNdoN

the royal institution of naval architects

Supported by:

the management of maintenance, reliability and safety in the maritime industry25-26 jANUARY 2012, RINA HQ, LoNdoN

coffee and registration

how does the first sea lord ensure the royal navy is safe?J Forbes, Cdr J Kelly, Cdr C Dicks, Ministry of Defence Safety within the Royal Navy is the responsibility of the First Sea Lord (1SL), in his role as professional head of the Royal Navy. This paper traces the development of a compelling argument that answers the titular question; namely that ships and submarines used by the Royal Navy are both safe to operate and are operated safely. The paper describes the end to end safety argument deployed by 1SL beginning with coherent safety policy, in the form of the recently up issued Joint Service Publication (JSP) 430, which applies to all Ministry of defence maritime activity. The paper also links the findings and recommendations of Charles Haddon-Cave’s report into the loss of Nimrod XV230 to the recent development and implementation of the Navy Safety Improvement Plan with its significant changes to the management arrangements for safety duty holders. development of a caisson design authority system for hm naval base portsmouthMr R Harvey, Mr R Bowen, BMT SystemsHM Naval Base Portsmouth is one of the Ministry of defence’s principal facilities for the upkeep and support of Royal Navy surface ships. The naval base is made up of numerous docks and locks that are used as both dry-docks and wet berths.The efficient and effective use of the docks and locks is directly dependent on the reliability and operability of the moveable ‘caisson’ dams that isolate them from the open sea (Portsmouth Harbour). operational issues affecting a caisson can cause costly delays to ship refit and maintenance programmes, as well hindering shipping movements. The removal of caissons from service for survey and maintenance can generate similar problems. An efficient system for managing the opposing requirements of caisson operation and maintenance through-life is therefore vital for the effective operation of the Naval Base. The paper will outline the new design Authority system with a focus on the key areas of certification, survey and maintenance, structural integrity and operation.

coffee

hseQ: the need to include rmmMr R Chenery, Marine Asset Reliability LtdSafety may be defined as freedom from danger or risk. Traditionally this was taken to mean personal safety only, but nowadays it is considered to embody health, safety, environment and business.Some may even include security. In the marine industry the governing statutory document for safety is the International Management Code for the Safe operation of Ships and for Pollution Prevention, published as the International Safety Management (ISM) Code. The Code requires every company to establish a safety and environmental-protection policy. This policy is incorporated in the company’s safety management system which is then often expanded to include health and quality (ISo 9001). The resultant publication may then be referred to as a company’s Health, Safety, Environment and Quality (HSEQ) management system. A major aspect in achieving the standards of HSEQ is that of ensuring the dependable performance of the ship and all its technical systems.This paper looks at the subjects of reliability and maintenance management (RMM), and discusses whether the requirements of these are sufficiently addressed by the ISM Code.

specifying the availability and reliability of royal navy ships and submarinesMr R Denning, Ministry of DefenceRoyal Navy ships and submarines are complex multi-function systems, with many systems only critical for short periods of time. This makes the specification of SMART (Specific Measurable, Appropriate, Realistic, Timely) requirement for Reliability related parameters both important and difficult. This presentation will describe the presenters experience over the last 15 years of developing appropriate requirements for all new classes of ships and submarines.

lunch

how to reduce maintenance error and maximise reliability in maintenance operationsDr D Embrey, Ministry of DefenceMaintenance activities are critical to the safety and reliability of safety critical industries such as aviation, railways, nuclear power generation and oil and gas production. one of the commonest causes

of operational accidents is the unavailability of critical systems as a result of maintenance errors. In the marine sector a focus of human factors interventions is in systems that need to perform reliably on demand such as navigation systems, and emergency response components such as lifeboats. In this paper, we describe a range of tools and techniques that have been developed for proactively identifying maintenance errors that may compromise the reliability of such systems, and show how the factors driving these errors can be identified and improved in order to achieve required safety and availability targets. The paper will also discuss how these tools can be used with formal reliability and safety analyses.

rcm in the royal navy – developing a risk-based policy for integrating safety and maintenance managementCdr C New , Ministry of DefenceReliability Centred Maintenance (RCM) was adopted by the Royal Navy in 1995 following trials in the HUNT Class mine counter measures vessels which indicated that its adoption could deliver both cost savings and improvements in availability. RCM is now at the heart of the End to End Maintenance Strategy which is employed across all RN ships and submarines, and Royal Fleet Auxiliaries, and provides a methodology for the risk-based derivation of maintenance, and a risk-based tool for planning maintenance to meet the operational need. This paper will define the policy for RCM in the RN and RFA, and how employment of RCM is integrated into the Safety Case regime and the First Sea Lord’s Safety Argument to provide an integrated approach to safety and maintenance management. Although in use within the RN and RFA for 16 years, the concept of RCM is still not well understood, evidenced by the common mis-conception that RCM is a function of Mean Time Between Failure (MTBF). This paper will explain how RCM is used to derive failure modes and failure management strategies (including Condition Based Maintenance), how this translates into a risk-based approach to maintenance, and the implications for asset management. It will discuss the potential benefits of RCM, why these benefits are not being realised, and what is being done to address these deficiencies.

coffee

reliability centred maintenance policy in the rn – an insiders viewCdr C New, Ministry of DefenceReliability Centred Maintenance has been the adopted policy within the Royal Navy for 20 years. While its introduction has generated clear financial benefits in the order of £380m, together with a range of non-financial benefits, this paper will highlight what else needs to be done to improve training, increase awareness of policy, and implement the policy more effectively such that the full benefits can be realised.

improving techniQues for ship inspection and maintenance planningMr N Hifi, University of StrathclydeA good inspection plan is crucial in order to detect defects in time and to make decisions about how quickly they must be repaired. Inspection planning may be based on experience (determined by class rules) which will, by default, treat all ships with the same inspection program or on first principal reliability-based methods.In the first case, only some of the knowledge that could be used to predict structural problems in case of ship-to-ship variation (construction or use) is gained from the data gathered. In the second case, reliability models (methods) can deal reasonably well with individual part but they do not give a good estimate of the overall reliability of the ship and they lack the 'experience database' that the experience-based, methodology uses so the reliability models are not calibrated by reality. This work will attempt to develop a method to calibrate the reliability models using the data from experience-based methods. The expected outcome of this work is a methodology to calibrate the reliability models, which will be produced as a report and as a computer program. The system, which will target the critical structural details in the ship, is intended to be used by the inspection companies, class surveyors, ship managers and ship designers and for the calibration of the inspection planning and reliability models as a decision support system tool to improve the safety of the ship and make inspections cost-effective. This research is funded by EU Project RISPECT part of the 7th framework program.

evening drinks reception

09.00 – 09.30

09.30 - 10.05

10.05 - 10.40

10.40 - 11.10

11.10 - 11.45

11.45 - 12.20

12.20 - 13.20

13.20 - 13.55

13.55 - 14.30

14.30 - 15.00

15.00 - 15.35

15.35 - 16.10

16.10 -

day 1

this represents a preliminary programme and may be subject to change

the management of maintenance, reliability and safety in the maritime industry25-26 jANUARY 2012, RINA HQ, LoNdoN

day 2

this represents a preliminary programme and may be subject to change

coffee and registration

investigation of the optimum maintenance approach of a vessel established on reliability, criticality and availability characteristicsMr O Turan, Strathclyde UniversityIn this paper, the application of the optimum maintenance approach onboard a diving Support Vessel (dSV) is investigated through the examination of its reliability, criticality and availability features. At first, the study of the reliability and criticality analysis of the main systems and sub-systems of the vessel is performed. These include the Power plant, Propulsion, Water systems as well as the Lifting, Anchoring & Hauling, diving and Safety systems. Moreover, the Probability of Failure (PoF) of their sub-systems is presented by using the dynamic Fault Tree Analysis (dFTA) tool. Then the Birnbaum (Bir), Criticality (Cri) and Fussell-Vesely (F-V) importance measures are also presented, validating the above mentioned results. Remedial measures regarding the specific critical items/components identified before are also suggested and introduced in terms of dynamic ‘SPARE’ gates in the dFT structure for each main system examined. Based on the results obtained with this approach, further suggestions and discussion for each one of the systems examined takes place. Furthermore, the availability of the vessel considered as an overall system is also scrutinised showing the benefits of the reliability and criticality based maintenance strategy suggested herein.

challenges and developments in maritime safety, security and reliability assessmentProf J Wang, Liverpool John Moores UniversitySafety and reliability assessment has been increasingly used to support maritime design and operation. There has also been a growing international recognition that security issues of maritime systems need to be reviewed. This presentation will address the major challenges and developments in maritime safety, security and reliability assessment.

coffee

classifying structural failure using “criticality class” chartsSM John, E Khoo, J Purcell & G Wang, American Bureau of ShippingTimely repair of identified structural damage has a major influence on the safety of the vessel, crew and environment. Class surveyors attending a vessel with structural damage are required to determine whether damage repairs need to be immediately carried out on-site or in a repair facility. Potential impact of a structural component’s failure is difficult to evaluate. Such an assessment should focus on the component’s intended function and location. In addition, the consequences of structural failure would also vary with design and type of intended cargo. This paper presents a generic scheme where criticality of each structural component in the cargo region is evaluated based on loss of its intended function leading to consequences with respect to People (P), Environment (E) and Serviceability (S). Schematic diagrams, called “Criticality Class” charts, have been developed for structural components in a typical cargo block for bulk carriers, container carriers and double hull oil carriers. These can provide on-site surveyors with a reference tool for making a risk-informed decision regarding the criticality of the damaged structural component and need for timely repair.

the implementation of the r&m/dependability case for naval platformsJ Irwin Brown, BMT Reliability Consultants LtdA paper will be presented which describes the through life R&M management and assessment of a maritime defence programme, which focuses upon capability and cost drivers. This presentation will discuss the through life management of R&M from the derivation of requirements through to the demonstration of compliance with the requirements. This presentation will outline an approach that was adopted for the Queen Elizabeth Carrier programme.

lunch

remote engine condition monitoring - the future of condition based maintenanceMr P J Tetrault, Caterpillar Marine Power SystemsIn the modern marine operating environment today, shipping companies still maintain traditional engine room theories on how to manage installed assets. However, remote monitoring technology is increasing at such a pace that these asset suppliers have increasing capabilities to advise the engine room staff on the condition,

deterioration, and eventual failure of most types of equipment. Caterpillar / MaK is introducing remote monitoring for our marine product portfolio to help customers in improving reliability and extending maintenance intervals. Naval Architects will shortly need to understand how to design and install this technology during the new-build period to optimize the benefits to the owners. owners need to begin to understand this new technology in order to build the advantages into their operating procedures and financial models. This paper explains some of the new remote monitoring technology, the design requirements, and the advantages to the owners and shipping companies.

performance based contracting/data collection & analysisJ Irwin-Brown, B Stone – BMT Reliability Consultants LtdA paper will be presented which describes how to achieve success in a Contracting for Availability (CfA) contractual framework requiring the commitment of both contracting parties to the processes and methods to be adopted to enable the key performance indicators to be assessed. Without confidence in the quality and completeness of the information to be captured, and its subsequent analysis, the basis of the contract is likely to be subject to conflict and could potentially be unenforceable.

coffee

probability of achieving the energy efficiency index by monte carlo simulation.A Coraddu, M Figari, S Savio, University of GenoaIMo is introducing two different emission indexes for a vessel: the Energy Efficiency design Index (EEdI) and the Energy Efficiency operational Indicator (EEoI). Although both indexes represent the ratio between emissions, in mass of Co2, and the transported cargo quantity per sailed distance, the former will be used to assess the design of the vessel, the latter would be used to evaluate the vessel in operation. Both EEdI and EEoI will be probably used as part of a levy scheme to force the maritime sector to significantly reduce the carbon footprint. At present there exists few ports and/or states applying fees based on ship emissions. In this paper, a code developed in MATLAB environment is proposed to evaluate the EEoI index by Monte Carlo simulation. A detailed analytic model of ship propulsion plant, propeller and body hull has been developed for an Italian ro-ro pax vessel in order to calculate, for each displacement random value, the total ship fuel consumption at fixed trade routes. A complete series of operating data concerning two years of navigation, for a commercial trade in the Mediterranean Sea, were collected and used to validate the code. The aim of the paper is to show how the proposed approach may be useful in order to calculate the energy efficiency in the design phase and to estimate the behavior of this quantity in real operating conditions.

hull inspection techniQues & strategyRaymond Caldwell, Marine Integrity Management Solutions Ltd, UKAs understanding in the management of Floating offshore Installations (FoIs) has grown across the offshore oil & Gas industry, so too has an appreciation of the criticality of FoI hull structures.Previously the hull was seen by many operators as merely the platform upon which the process equipment was located. The hull had, after all, been designed and constructed to Classification Society Rules which stemmed from over 200 years of experience with ocean going vessels. However, the philosophy in Class Rules is that the hull undergoes a robust five yearly cycle of surveys to confirm and assure its continued integrity. Since in some offshore jurisdictions, Classification is not mandatory, some operators have chosen not to class their assets and instead extend the concepts of structural integrity management and have sought to develop techniques to inspect the submerged hull and the internal cargo and ballast tank structures themselves.Inspection techniques and the information obtained there from are key parameters in the assessment of structural integrity. But are these parameters well identified? What data is needed to assure hull integrity? What is the best way to obtain this data? Will the data gathered assure class and/or regulatory compliance?

general discussion

9.00 - 9.30

9.30 - 10.05

10.05 - 10.40

10.40 - 11.10

11.10 - 11.45

11.45 - 12.20

12.20 - 13.20

13.20 - 13.55

13.55 - 14.30

14.30 - 15.00

15.00 - 15.35

15.35 - 16.10

16.10 -

www.rina.org.uk/reliabilityandmaintainability

International Conferencethe management of maintenance, reliability and safety in the maritime industry25-26 JANUARY 2012RINA Hq, LONDON, UK

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venueThe Venue for the conference is RINA Headquarter, 10 upper Belgrave street, London SW1X 8BQ.

evening drinks reception Following the end of day one (25 January 2012), delegates are invited to attend an evening drinks reception at the conference venue.

accommodationUpon registration you will be provided with details of a hotel booking service offering reduced rate accommodation for conference participants.

continuing professional developmentRINA Certificates of Attendance will be issued at the event, which contributes towards the Institution's Continuing Professional development Scheme. For further details regarding the scheme please contact Giuseppe Gigantesco, director, Professional Affairs on Tel: +44 (0)20 7235 4622 or e-mail: membership@rina.org.uk

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