Tuesday, December 7, 2010

PREDICTIVE MAINTENANCE ON CHEMICAL TANKERS -- CAPT AJIT VADAKAYIL

                                 PREDICTIVE MAINTENANCE

WHEN YOU DO PREDICTIVE MAINTENANCE OR CONDITION BASED MAINTENANCE ,YOU CARE FOR THE MACHINERY AS YOU CARE FOR YOUR OWN BODY.  

PROCATIVE USE IS MADE OF ALL 5 SENSES OF THE HUMAN BODY PLUS AN INTELLIGENT SURVEILLANCE SYSTEM WHICH USES INSTRUMENTS LIKE FLIR CAMERA, ULTRASONIC DETECTORS, STROBE LIGHTS, VIBRATION  PENS ETC TO MULTIPLY ABOVE SENSES AND TO WARN OF IMPENDING FAILURE.

IT IS A PHILOSOPHY AND AN ATTITUDE BASED ON PRO-ACTIVE RISK ASSESSMENT.

MOST OF THE PEA BRAINED PMS SHIPBOARD PROGRAMS ( MADE BY PRETENDERS WHO HAVE NO IDEA WHAT GOES ON ON A CHEMICAL TANKER ) FAIL TO REALISE THAT THERE ARE ONLY 24 HOURS IN A DAY-- OUT OF WHICH SOME TIME IS MANDATED FOR REST AND SOME FOR MERE RUNNING OF SHIP , LOADING/ CARRIAGE AND DISCHARGE 
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It is  all about early detection and elimination of equipment defects that could lead to unplanned downtime or unnecessary expenditures , The bonus is that the equipment is in normal in-service operation, with little to no process interruption an the tesing is non-destructive.

This is in contrast to time- and/or operation count-based maintenance, where a piece of equipment gets maintained whether it needs it or not. Whether you like it on not, you have to lump it. The "predictive" component of predictive maintenance stems from the goal of predicting the future trend of the equipment's condition.

 Zero oriented concepts such as zero tolerance for waste, defects, break down and zero accidents are becoming a pre-requisites in the current age. . Normal mechanical failure modes degrade at a speed directly proportional to their severity.

You will NOT allow a time based , predetermined medical schedule , which does NOT care for the actual condition of your body , to be inflicted on your own body. Before you submit yourself to heart surgery, you will get your whole body tested and analysed. 


Checks done are temperature ( thermal analysis ), blood pressure ( pressure analysis ), blood test ( Lub oil analysis, the oldest method ), heart beat sounds by stethoscope ( acoustic vibration analysis ), urine analysis ( emission analysis ), insulation testing, infrared/ ultrasound , motor current signature etc.





Purging Framo cofferdam on a chemical tanker, is PREDICTIVE maintenance. You will not change the cargo seal or mechanical  hydraulic seal, just because it is time to do so as per some pea-brained , time based , pre-conceived ulterior motived schedule.  

Predictive maintenance differs from preventive maintenance by basing maintenance needs on the actual condition of the equipment, rather than on some predetermined schedule. A well-orchestrated predictive maintenance program will all but eliminate catastrophic equipment failures.

On limited crew  chemical tankers where we do multitasking , intelligent time management and prioritizing ,predictive maintenance is most important.  Condition monitoring is done while the equipment is in normal operation, with little to no process interruption.


Preventive maintenance is time-based. Activities such as changing lubricant are based on time, like calendar time or equipment run time.

For example, most people change the oil in their vehicles every 6,000  kms traveled. This is effectively basing the oil change needs on equipment run time. No concern is given to the actual condition and performance capability of the oil. It is changed because it is time to change it, a bit silly 



This methodology would be analogous to a preventive maintenance task. If, on the other hand, the operator of the car discounted the vehicle run time and had the oil analyzed at some periodicity to determine its actual condition and lubrication properties, he may be able to extend the oil change until the vehicle had traveled 15000 kms.

This is the fundamental difference between predictive maintenance and preventive maintenance, whereby predictive maintenance is used to define needed maintenance tasks based on quantified material and equipment condition.


A predictive maintenance approach strives to detect the onset of equipment degradation and to address the problems as they are identified. This allows casual stressors to be eliminated or controlled, prior to any significant deterioration in the physical state of the component or equipment. This leads to both current and future functional capabilities.




Advantages of predictive maintenance:--
·         Provides increased component operational life and availability
·         Allows for preemptive corrective actions
·         Results in decrease in equipment and/or process downtime
·         Lowers costs for parts and labor
·         Provides better product quality
·         Improves worker and environmental safety
·         Raises worker morale
·         Better energy conservation
·         Results in an estimated 30% cost savings
·         Creates a pro-active culture
·         Prevents crew burn out
·         Elimination of breakdown 80%

Ship staff will be able to schedule maintenance activities to minimize or eliminate overtime costs. And, inventory can be minimized, as parts or equipment will not need to be ordered ahead of time to support anticipated maintenance needs. Equipment will be operated at an optimal level, which will also save energy costs and increase plant reliability.

A  properly functioning predictive maintenance program can provide a savings of 30%  over a program utilizing preventive maintenance strategies alone. inventory can be minimized, as parts or equipment will not need to be ordered ahead of time to support anticipated maintenance needs..

Predictive maintenance manages trend values, by measuring and analyzing data about deterioration and employs a surveillance system, designed to monitor conditions through an on-line system on a UMS ship. A predictive maintenance approach can detect the onset of equipment degradation and to address the problems as they are identified.

It is essential to have a firm commitment, by management and all facility staff and organizations, to make it work. The goal of any predictive maintenance program should be to invest in predictive tools that give you the best information to make an informed decision on the condition of your plant’s production machinery

Breakdown maintenance:
In this type of maintenance, no care is taken for the machine, until equipment fails. Repair is then undertaken. This type of maintenance could be used when the equipment failure does not significantly affect the operation or production or generate any significant loss other than repair cost. However, an important aspect is that the failure of a component from a big machine may be injurious to the operator. Breakdown maintenance at sea should be avoided, as it can be very de-motivating and expensive.


Preventive maintenance :
It is a daily maintenance (cleaning, inspection, oiling and re-tightening), design to retain the healthy condition of equipment and prevent failure through the prevention of deterioration, periodic inspection or equipment condition diagnosis, to measure deterioration. It is further divided into periodic maintenance and predictive maintenance. Just like human life is extended by preventive medicine, the equipment service life can be prolonged by doing preventive maintenance.

Disadvantages
• Catastrophic failures still likely to occur.
• Labor intensive.
• Includes performance of unneeded maintenance.
• Potential for incidental damage to components in conducting unneeded maintenance.

All preventive maintenance management programs assume that machines will degrade within a time frame typical of their particular classification and the requirement to use ORIGINAL spare parts ONLY is more of a business move.


Periodic maintenance or Planned Maintenace (Time based maintenance - TBM):
Time based maintenance consists of periodically inspecting, servicing and cleaning equipment and replacing parts to prevent sudden failure and process problems. This is expensive and labour intensive.







CAPT AJIT VADAKAYIL ( 28 YEARS IN COMMAND )
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7 comments:

  1. This is very good information.i think it's useful advice. really nice blog. keep it up!!!
    Predictive Maintenance

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  2. The reason why I liked this article is because it shared about major features about mechanical engineers and what attributes they should possess in order to give their best in the job. Thank you so much for writing this wonderful article.

    Regards
    Henry Jordan

    Hydraulic Seal Kits

    ReplyDelete
  3. I appreciate all of the information that you have shared. Thank you for the hard work!

    - The Predictive Maintenance

    ReplyDelete

  4. DIGRESSION:

    SUBJECT: LOCKING STABLE DOORS AFTER THE HORSES HAVE BOLTED ??

    I was a very successful Captain at sea as I did something which nobody did or even dreamt of at sea .

    I did PREDICTIVE MAINTENANCE at sea—an unknown concept.

    When Capt Ajit Vadakayil predicts , you know how effective it can be.

    I treated every machinery like a human body-- which is the most complicated machine.

    http://ajitvadakayil.blogspot.in/2010/12/predictive-maintenance-on-chemical.html

    I ignored the company’s peabrained PMS ( Planned maintenance programme ) . This made my bosses very unhappy. But then I have always worked for my ship- never to keep my bosses happy. And my bosses knew that I run a good ship.

    http://ajitvadakayil.blogspot.in/2011/07/draw-diagram-marine-two-stroke-main.html

    I checked the emissions from the main air compressor in the engine room and found it had Lub Oil carryover. Then I monitored the compressor for a few days and found it was running 18 hours a day, when a healthy compressor must work less than 4 hours a bad in charging the air bottles .

    I had a site inspection of the main air compressors in the Engine room and found it was below the water level during loaded passage and that it was next to the shipside with the HP ( high pressure ) part facing the hull.

    I sent an email to the company—in New York—all pea brained white men in the office. .

    I demanded a 24 HOUR BLACKOUT AT THE BERTH IN BROWNSVILLE USA after cargo discharge .

    The company threw up .

    After all this demand was coming from a DECK BOY not the Chief Engineer.

    I told them – “Listen, I am getting off at Brownsville USA with my family as my contract is over . I am doing this for the next captain whose will NOT have a technical brain”

    The company replied that one day of idling after cargo discharge ( veg oils ) is unimaginable—there will be much of financial loss.

    Then I held a SAFETY COMMITTEE MEETING the same day

    I explained the scenario to all the engineers . None of them had the cerebral wherewithal to understand why I wanted INSTANT REPAIRS

    I made the MINUTES OF THE MEETING ( process verbal ) –got it signed by all officers and crew SAFETY REPS .

    The last line at the bottom was from Captain—

    NEVER LOCK THE STABLE DOORS AFTER THE HORSES HAVE BOLTED !

    This report was FAXED.

    All in the company read this—even the women.

    They all knew me well as a Captain par excellence . The PRESIDENT who knew me got involved .

    They sort of kept it on the back burner as the white skinned Engineer Techical bosses did not agree ( more out of jealousy ).

    This is despite me warning—if what I fear happens , we will not have time to launch our life boats. The engine room will lose its reserve buoyancy and the ship will sink in a jiffy with all souls

    Three days later I was woken up at 3PM ( after noon nap ) by a mighty explosion –the whole ship rocked.

    I ran down to the engine room telephoning Chief Engineer who was also sleeping to follow me to the starboard side at the main air compressor.

    The heavy compressor block has shattered and huge heavy pieces of steel projectiles destroyed everything in its path.

    LUCKILY THE HP SIDE FACING THE HULL WAS INTACT AS THE COMPRESSOR EXPLODED FROM THE LP SIDE.

    A FINE SPRAY OF LUB OIL HAS A LOWER IGNITION POINT THAT GASOLENE—HARDLY ANYBODY KNOWS THIS

    Within two minutes the Chief Engineer arrived at the spot.

    CONTINUED TO 2--

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    Replies
    1. CONTINUED FROM 1-

      I told him I WANT TO INSPECT THE INTER COOLER PRESSURE RELIEF TEFLON ALUMINIUM BURSTING DISC

      Then I went up to my cabin as send a terse message to the company in New York --THE HORSES HAVE BOLTED –and came down

      The pressure relief disc had ruptured . As I had predicted the spiral coil has got a hole, as black carbon absorbs and emits heat.

      Despite this lessened pressure the damage caused by flying steel projectiles inboard was unimaginable—they had smashed up heavy pipelines

      If you have a air gun, you put a lead pellet , pump it up and then shoot —how far does it go. Well this compressor produced 30 times that pressure

      Then I get a call from the radio officer SIR ALL AT NEWYORK WANT TO HEAR YOUR VOICE URGENTLY – IA HAVE TOLD THEM CAPTAIN IS IN THE ENGINE ROOM AFTER A MIGHTY EXPLOSION

      I went up and told them NO WE ARE NOT IN THE LIFEBOATS —talk to you later . I let them suffer. They all knew that their ASSES ARE ON THE LINE

      To cut a long story short –the ship was granted a 24 hour stay at an idle berth ( with blackout ) at Brownsville USA.

      I signed off with my wife and two sons , went to New York for de-briefing and had a two day holiday at New York .

      We went up the World Trade Centre –first time for my younger son—but my wife and elder son had been up several times before.

      Repairs?

      All 5 valves on the pipelines connecting the two huge main air compressor bottles were renewed . All were leaking.

      The compressors were not cutting off ( to take rest ) as both air bottles were running down together and the compressors were struggling to charge them back to the highest pressure ( cut in / cutout limits )

      So my compressors were like 45 years old , though the ship was just ten years old.

      http://ajitvadakayil.blogspot.in/2011/10/naive-sailor-main-air-compressors-capt.html

      WHEN I SAID , I WAS 100% COMPETENT AT SEA – EVEN MY MOST VICIOUS DETRACTORS DARE NOT DISAGREE.

      WHEN SUCH A THING HAPPENS YOU BECOME A LIVING LEGEND

      BECAUSE NO SHIP CAPTAIN KNOWS A SHIT ABOUT ENGINEERING

      ALL THIS WOULD HAVE BEEN PART OF MY BOOK “GAMES CAPTAIN PLAYED “ .. IT WOULD HAVE BEEN TOO EXPLOSIVE ..

      THIS INCIDENT WHICH WOULD WOW EVERY ENGINEER -- WOULD HAVE NOT BEEN IN THE TOP HUNDRED.

      Capt Ajit vadakayil
      ..

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  5. Excellent Post Sir.
    I work in maintenance and couldn't agree more.
    Preventive maintenance is only suitable for 11% or so of equipment, which have a proven track record of degradation with time (like wear plates); and that too when condition based monitoring is cost prohibitive or cumbersome. Condition based monitoring is the way to go. Preventive maintenance is time consuming, expensive and provides NO guarantee of success. It induces infant mortality in equipment through alignment errors or just by introducing a bad replacement. I've observed and held a belief that the real beauty of alignment comes when equipment runs and 'smooths itself out'. The minute manufacturing tolerances get smoothened (balls in a bearing, sprocket and chain overlap etc.). I liken it to the machine 'reducing its potential energy or stresses' by resolving infighting and parts just live happily. Once this happens parts last long. A standard PM schedule will tell you to replace a part every year which easily lasts over 8 years. Your maintenance plan of likening it to the human body is flawless.
    I advocate a step further, I call it 'surgical maintenance'. This is because maintenance professionals have this notion of overhauling and changing everything at once. I am firmly againt this. Its like saying if you're having a heart transplant, will you also get your prostate done at the same time. 'Kya phark parta hai, body tho khuli hai na'. Whenever they do this silly 'change it all' overhaul, the machines never start up properly and obviously they can't troubleshoot it because they've changed too many things.
    I also have corporate directives advocating me to replace parts consistently, but they only say it because they've read it some silly book, written by someone who never worked with machines, but just put some theoretical construct to sound smart.
    I am a great admirer of your work Sir.

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  6. I WAS A LIVING LEGEND AT SEA, PRIMARILY OF MY ABILITY TO CUT THE CRAP.

    CAPT AJIT VADAKAYIL WAS ALWAYS THE FIRST TO POINT OUT AT THE ELEPHANT IN THE ROOM – OR — THAT THE EMPEROR IS NOT WEARING CLOTHES

    MY SHIP HAD REAL WORK – NEVER ACTIVITY TRAPS.

    http://ajitvadakayil.blogspot.in/2009/07/real-work-and-activity-traps-capt-ajit.html

    WHEN YOU ARE CAUGHT IN THE CHAKRAVYUH OF ACTIVITY TRAPS , REAL WORK TAKES A BEATING AND THE SHIP BECOMES UNSAFE. THE SHIP HAS A LIMITED WORKFORCE WHO HAS ONLY 24 HOURS IN A DAY.

    BY ELIMINATING “ACTIVITY TRAPS” I DID EFFECTIVE TIME MANAGEMENT.

    I WAS AN “EFFECTIVE LEADER” AT SEA – MY CREW LITERALLY WORSHIPPED ME BECAUSE THEY KNEW NO WORK IS DONE OF BOARD BECAUSE SOME POMPOUS CUNT ASHORE WANTS IT THAT WAY.

    http://ajitvadakayil.blogspot.in/2010/12/predictive-maintenance-on-chemical.html

    I TOOK ON MIGHTY SHORE FORCES AND WON .

    WHEN THIS HAPPENS EVERYBODY IN POWER HATES YOUR GUTS.

    I CREATED A “CERTAINTY” ON/ OFF SWITCH AND KEPT THAT IN MY POCKET. AS A CAPTAIN I SNATCHED AWAY THE VETO POWER FROM MY SHORE BOSSES AND SHORE POWERS .

    THIS TAKES GUTS .

    I FLUSHED “STATIC” RISK ASSESSMENT DOWN THE SHITPOT AND INTRODUCED THE CONCEPT OF “DYNAMIC “ RISK ASSESSMENT TO BE DONE BY THE BEST AND MOST TECHNICAL FORCES ON BOARD

    http://ajitvadakayil.blogspot.in/2010/04/dynamic-risk-assessment-on-chemical.html

    MY POST ON BLOCKCHAIN STILL CONTINUES—IT IS NOW AT PART 14

    http://ajitvadakayil.blogspot.in/2017/11/blockchain-proof-of-elapsed-time-intel.html

    WHAT THE FUCK IS BITCOIN MINING ?

    IS IT REAL WORK OR AN ACTIVITY TRAP?

    IT IS PROOF OF WORK --- OR PROOF OF “REAL “WORK.

    BIG BROTHER PUTS THE DUMBED DOWN MASSES INTO AN ENDLESS CHAKRAVYUH.

    KOSHER MINING CONSORTIUMS CONTROL BITCOIN MINING. “APUN BHI MINER” DOES NOT WORK – HE IS JUST A WORM WHO DOES NOT MATTER .

    KOSHER BIG BROTHER COALSCED 166 “MAIN STREAM MEDIA “ INTO SIX MAIN STREAM MEDIA BEHEMOTH FORCES –ALL CONTROLLED BY BILDERBERG CLUB AND OWNED BY HIM.

    WHEN ARNAB GOSWAMI OF NEW TV CHANNEL REPUBLIC JUMPS UP AND DOWN ( LIKE A DEMENTED COCAINE SNORTING ORANGUTAN ) , HOLLERING THAT MENSTRUATING WOMEN MUST BE ALLOWED TO ENTER SABARIMALA ILGRIMAGE— YOU MUST KNOW WHOSE ORIGINAL KOSHER VOICE HE RELAYS .

    HAVE YOU SEEN HOW THE ENTIRE INDIAN BENAMI MAIN STREAM MEDIA SUPPORTS HILLARY CLINTON OVER DONALD TRUMP? OR HOW THEY ALL SUPPORT “PADMAVATHY “ ?

    WHY DID JEW OBAMA COME RUNNING TO INDIA TO MEET RTHSCHILDs APCO BRANDED MODI TWO DAYS AGO ?

    JUST WHO THE HELL IS JEW OBAMA TODAY ?— JUST ROTHSCHILDs AGENT CONTROLLING THE KOSHER SHADOW GOVT OF USA . YES— THIS IS THE MEANING OF POINTING OUT TO THE ELEPHANT IN THE ROOM.

    SO WHAT DOES THE KOSHER CONTROLLED BEHEMOTH BITCOIN MINING CONSORTIUM DO ?

    THEY CONSUME THE ELECTRICITY OF 157 NATIONS OF THIS PLANET. IN REALITY , AS PER MY CALCULATIONS IT IS 162 NATIONS .

    IT IS COMPULSORY FOR ALL MY READERS TO CLICK ON THE LINK BELOW.

    https://www.rt.com/business/411777-bitcoin-mining-electricity-states-power/

    TODAY BITCOIN HAD RALLIED UP TO 11891 USD . LAST YEAR SAME TIME IT WAS 700 USD.

    ANY IDIOT KNOWS WHAT THIS MEANS ?

    WE ASK BLOCKCHAIN-ULU ( OR IS IT UDU ) TELUGULAND CUNTS-- CAN THIS HAPPEN TO GOLD OR ANY OTHER COMMODITY –OTHER THAN DUTCH TULIPS ?

    WE WATCH

    Capt ajit vadakayil
    ..

    ReplyDelete