PactFocus Report -sample -LPG

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VC0393

EXAMPLE LPG-VESSEL(IMO No )

VESSEL CONDITION MONITORING REPORT

PACT Focus condition monitoring service carried out on behalf of

This report reflects the condition of the ships machinery systems as inspected between the 22nd

and 25th of June 2005.

Survey place Rotterdam Date 22nd

to 25th

June 2005Consultant(s) Dr Gopinath Chandroth, C.Eng, MSc, PhDProject Account VC0393

ALL RIGHTS RESERVEDThe copyright of this document, which contains information of a proprietary nature, is vested inSeaTec Limited. The content of this document may not be used for purposes other than that for

which it has been supplied and may not be reproduced, either wholly or in part, in any waywhatsoever, nor may it be used by, or its content divulged to, any other person whomsoever

without the prior written permission of SeaTec Limited.

SeaTec Limited 2005The Skypark 8 Elliot Place Glasgow G3 8EP

Telephone: 0044(0)141 249 9987 Facsimile: 0044(0)141 305 7809Email: [email protected]
mailto:[email protected]:[email protected]


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Approvals

Signature

Author Dr G.Chandroth Date: 03/07/05

Signature

Approver I MacKenzie Date: 06/07/05

Signature

Authoriser M T Stafford Date: 07/07/05

Distribution

Name : Number of copies

Client 1 x Email (pdf), 1 x CD

SeaTec Limited 1 file

Document History

Version History

Version Date Details

01 07/07/2005

iii


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iv

TABLE OF CONTENTS

1. EXECUTIVESUMMARY..................................................................................................1

2. INTRODUCTION................................................................................................................3

3. VIBRATIONMONITORING ............................................................................................5

4. LUBRICATINGOILANALYSIS....................................................................................11

5. THERMALIMAGINGSURVEY ....................................................................................14

6. PASSIVEULTRASONICTESTING...............................................................................18

7. ENGINEPERFORMANCE .............................................................................................18

8. CONCLUSION ..................................................................................................................21


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1. EXECUTIVE SUMMARY

Pact Focus Condition monitoring survey

The survey was carried out by Dr Gopinath Chandroth at Rotterdam (Holland)from 22nd to the 25th of June 2005. The purpose of the survey was to carry out ageneral machinery systems condition assessment on board.

General condition of machinery and cargo handling spaces

The machinery and cargo handling spaces were found in a satisfactory state ofcleanliness. One of the 220 V transformers had burnt out and this caused severalareas to be poorly lit especially in the accommodation. The bilges in the engine

room were not entirely dry. However, oil leaks are being contained in bucketsand other containers around the engine room. All the rotating machinerycouplings and shafts were well protected with guards. Most motors were fittedwith cable entry glands and areas around main and emergency switchboardswere fitted with good insulation mats. The 9 cylinder starboard auxiliary enginewas out of commission. The inspection was carried out while the vessel was atloading buoys. It is thus not possible to comment on the state of the vesselduring sea passage.

Results of the condition monitoring survey

The techniques used to evaluate the machinery systems were:

Vibration monitoring Lube oil analysis Thermal imaging Engine performance measurement Passive ultrasonic testing

Table 1 enumerates the various defects identified using these techniques. Furtherdetails of each of these defects are available in the main document.

Defects identified during the condition monitoring survey

Technique Seriousdefects

Caution/unsatisfactory

Comments

Vibrationmonitoring

23 17 Totally 72 machines were tested out of which 32 weresatisfactory

Lube oil analysis 21 14 Stern tube oil has 10% water. In addition severalcritical system oils such as main engine and auxiliaryengine require immediate attention.

Thermal imaging 25 Majority of electrical panels in Bridge, Cargo andEngine control stations, accommodation and steeringcompartments, upper and lower switchboards andlocal panels in engine room were tested

Diesel engine Upper auxiliary engine and lower port auxiliary


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2

Technique Serious

defects

Caution/

unsatisfactory

Comments

performance engines tested. Actual firing sequence was differentfrom that indicated in the instruction manual.

Ultrasonic leak test 3 One LPG and two R-22 leaks were identified in cargocompressor room. These were marked and broughtto the attention of the Gas engineer. There areseveral minor air leaks in engine room andcompressor room.

Ultrasonic contactprobe test

Domestic refrigeration and air conditioningcompressors suction and delivery valves tested

Table 1: Defects identified during the condition monitoring survey


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2. INTRODUCTION

Example LPG-Vessel is a single screw LPG tanker of 60,000 cubic metres. Thevessel has a 2 stroke main propulsion engine B&W 6K 90GF producing 15,077KW at 114 RPM. Cargo pumps are submerged and electrically driven. There are4 LPG compressors with 4 R-22 refrigeration compressors as well as inert gas andnitrogen generating plants.

This survey was carried out by Dr Gopinath Chandroth, SeaTec Ltd, whilethe vessel was at the discharge buoys at Rotterdam (Holland), fromthe 22nd to the 25th of June 2005. The purpose of the survey was to carry out the

PACT Focus machinery health assessment service. PACT is an acronym forPROTECTING ASSETS WITH CONDITION-MONITORING TECHNOLOGY.PACT Focus is a one off service and does not require the ship owner to purchaseany equipment or software. It is ideally carried out every year in conjunctionwith the PACT Live service1 or at least 4 to 6 months before the vessel goes intodry dock. It can also be a very useful service carried out prior to the expiry ofwarrantee period in the case of a new vessel. The service is a focused effort toestablish what exactly requires to be done so that repair and maintenanceresources can be directed to where they are most required.

In order to achieve the above described objective several condition monitoringtechniques were used on board the Example LPG-Vessel.

1. Vibration and shock levels with frequency analysis2. Lubricating oil analysis3. Thermal imaging survey on electrical and mechanical equipment.4. Engine performance measurement of auxiliary engines5. Passive ultrasonic sensing for leaks and mechanical distress

This survey was conducted while the vessel was moored for cargo loading. The

dynamics of sea passage loading on the machinery was thus not possible toascertain. However, it was possible to identify several items which requireimmediate attention as well as those which need attention in the short to mediumterm (3 6 months or 6 - 9 months depending on severity and as a roughguideline only). There were no cargo operations on the days that the PACT Focussurvey was carried out.

Abbreviations used in Table 2 and Table 3M MOTORDE DRIVE END

NDE NON-DRIVE END

1 PACT Live is a condition monitoring service which offers periodic data analysis and a yearly PACT Focus service

as part of the package.


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3. VIBRATION MONITORING

REFERENCE STANDARDS ISO 10816-3 (Rotating machinery) and ISO 8528-9 (Diesel Engin

The strategy adopted was to check the overall vibration levels and shock pulse readings olimits set by ISO standard for vibration of rotating machinery 10816-3, a short list of machinThe majority of motors on board ships come within ISO Group 2 (16 to 300 kW) and the vthe Standard are given as 4.5 mm/sec for rigidly mounted and 7.1 mm/sec for flexibexperience with shipboard machinery indicates that due to the flexible nature of the ships stsurrounding machinery a maximum upper limit of 7.1 mm/sec for rigidly mounted andmachines can be considered acceptable.

The delta shock level which is the difference between carpet or ground and shock peak learly stages of bearing failure. Any machine with a bearing which measured in excess of short listed for further analysis. The detailed findings are given in Table 2 and Table 3.


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Figure 1: Machinery set-up for vibration measurement with typical bearing envelope spectra (indicating seriou


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Machinery requiring immediate attention as per vibrationmeasuremMachine Maximum

vibration

velocity

mm/s RMS

Acceptable

vibration

velocity mm/s

RMS

Predominant

frequency

component

Recommendation

(IMMEDIATE ACTIO

1

LPG compressor 1

S-NDE-H13.3

7.1 1 x RPM Bearing damage is ispectra. Re-alignment i

2 R22 compressor 1

S-NDE-H35.16

7.1 1 X RPM Both shaft bearings apalignment is required.

S-DE-A18.96

7.1 5 X RPM Examine couplings. Mearly signs of failure

motor.

3 LPG compressor 2

S-NDE-H31.07

7.1 2 X RPM

M-DE-A10.40

7.1 3 X RPM

Re-alignment is requsevere. S-NDE bearing

4 R22 compressor 2

S-NDE-H11.92

7.1 1 X RPM Re-alignment is requappears damaged.

5

LPG compressor 3

S-DE-A6.44

7.1 4.3 x RPM A series of frequency cis 1/3rd sub-harmonicraised noise floor looseness. Possibly be

6 R22 compressor 3

S-NDE-H26.46

7.1 2 X RPM Re-alignment requiredto be damaged.

7 LPG compressor 4

S-NDE-H22.47

7.1 2 X RPM Re-alignment requiredto be damaged.

8 R22 compressor 4

S-NDE-H18.16

7.1 1 X RPM Re-alignment required

9 IG drier fan

M-NDE-H23.0

7.1 1 X RPM Severe unbalance. Cleany cause of unbalancbe required as a last res


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Machine Maximum

vibrationvelocity

mm/s RMS

Acceptable

vibrationvelocity mm/s

RMS

Predominant

frequencycomponent

Recommendation

(IMMEDIATE ACTIO

General comments on LPG and R22 compressor motor sets:

In the motor room and compressor room, there is a lot of evidence of attempts to align the shaft. Misalignm

indicative of predominant 2 or 3 times running speed harmonics and sometimes even one time predominant

Angular and off-set or parallel misalignment shows these symptoms as well as misaligned or cocked bearing

on either side of the coupling can confirm the frequency analysis. However, phase readings of vibration sig

laser beam to reference the shaft position and cannot be performed in a hazardous area such as the compress

envelope spectra is a technique to understand the impacting forces in the bearing. Anything over 1 g (9.81 m

to be emanating from high frequency impacts such as bearing rolling element related damage. In the motor configuration bearing damage seems to be the most likely cause of the enveloped spectra exhibiting compon

most of the frequency spectra, there is evidence of coupling shaft rubbing against something. It is likely tha

misalignment problem, the bulkhead seals are being rubbed by the shaft.

9 Boiler primary draught fan

M-NDE-H10.5

7.1 1 X RPM Unbalance is indicatecheck for any cause balancing may be requ

10

Turbo alternator sw circulating pump

M-NDE-PS8.04

7.1 1 x RPM Indicative of structuraHz frequency componengine induced resona

11IMO Spray pump fwd

S-DE-R

13.5

7.1 5 X RPM The 5 blade impeller i

frequency componentexamination and overh

12

WHU circulating pump inbd

SDE-H13.5

7.1 X 1 RPM Pump requires overhaDynamic balancing apparent cause for unb

13

WHU circulating pump outbd

SDE-H12.7

7.1 X 1 RPM Same as above

14 Saloon exhaust fan Fan NDE-H 7.1 X 1 Fan RPM Bearing M-NDE ha

Table 2: Machiner re uirin immediate attention as er vibration anal sis


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Machine Maximum

vibrationvelocity

mm/s RMS

Acceptable

vibrationvelocity mm/s

RMS

Predominant

frequencycomponent

Recommendation

(IMMEDIATE ACTIO

12.0 Requires overhaul.

Machine Maximum

vibration

velocity

mm/s RMS

Acceptable

vibration

velocity mm/s

RMS

Predominant

frequency

component

Unsatisfactory (Investi

15

Air conditioning fan stbd

M-NDE-H12.4

9.1 1 X motorRPM

Poor access for data coobserved with strobe and realign pulleys.

16

Air conditioning fan port

M-NDE-H11.86

9.1 1 X motorRPM

No wobbling observedrequire alignment of p

17

Exhaust fans saloon and toilets

Both fans require ovesaloon exhaust fan is d

Table 3: Machinery requiring investigation as per vibration analysis

Machinery which will require action in the short to medium term

Machine Bearing delta shock DB

Maximum vibration velocity mm/s

RMS RecommenAux eng sw cool pump fwd M-NDE = 18 OK Attention 6

Ballast pump stbd M-DE = 18 OK Attention 6

Ballast pump port OK SDE-R = 6.9 (x 1 RPM) Attention 6

Oily bilge reciproc pump M-NDE, DE = 19 OK Attention 6

HFO Purifier OK M-NDE-A = 4.5 (Spindle RPM)Clean bowl locating spr

ME FO service pump outbd M-DE = 23 OK Attention 3


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Machine Bearing delta shock DB

Maximum vibration velocity mm/s

RMS RecommenT/A cond extraction pump M-DE = 22 OK Attention 3

Hydrophone pump outbd S-DE, P-D-DE = 23 OK Attention 3

ME Jacket FW pump fwd M-DE, S-DE = 16 OK Attention 6

T/A vacuum pump P-NDE = 17 OK Attention 6

ER exhaust fan stbd M-DE = 18 OK Attention 6

Incinerator fan M-NDE = 21, F-NDE = 24 OK Attention 3

DO transfer pump M-NDE, DE = 19 OK Attention 6

FO transfer pump M-NDE = 18 OK Attention 6

Camshaft lub pump aft M-NDE = 17 OK Attention 6

Camshaft lub pump fwd M-NDE = 17 ok Attention 6

IG freon compressor OK M-NDE = 9.0 (x 1 RPM) Attention 6

Table 4: Machinery which will require attention in the short to medium term


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4. LUBRICATING OIL ANALYSISREFERENCE STANDARD ISO 4406:1999

The strategy adopted was to sample the oil from every machine which utilized either lubricawere 49 oil samples. The only ISO standard applicable to lube oil analysis is the one for hydbased on statistical deviation from the norm for the oil type and duty. A complete documenresults is included as a separate document.

Figure 2: Typical examples of the results of lube oil analysis


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Systems requiring immediate attention as per lube oil analysis

Lab Id System Comment

2321792 STEERING GEAR PS High cleanliness code (dirty oil)

2321805 EM'CY FIRE PUMP HYDRAULIC High cleanliness code (dirty oil)

2321807 AFT WINCHES High cleanliness code (dirty oil)

2321810 FWD WINDLASS WINCHES High cleanliness code (dirty oil)

2321780 STBD LIFEBOAT ENGINE Fuel contamination

2321781 EMERGENCY AIR COMPR ENGINE Fuel contamination

2321782 EMERGENCY GENERATOR Fuel contamination

2321783 PORT LIFEBOAT ENGINE Fuel contamination

2321784 EMERGENCY FIRE PUMP ENGINE Sodium contamination

2321787 IN BOARD MAIN AIR COMPRESSOR Water contamination2321793 OUT BOARD EXH BOILER CIRC PUMP Water contamination

2321794 STEERING GEAR STB SIDE Extensive visible debris

2321796 IG PLANT R22 COMPRESSOR Water contamination

2321799 CARGO LPG COMPRESSOR (Srl 638) Water contamination

2321800 CARGO R22 COMPRESSOR (Srl 642) Water contamination

2321803 CARGO R22 COMPRESSOR (Srl 645) Water contamination

2321804 CARGO LPG COMPRESSOR (Srl 641)Viscosity and additive levels appear inconsistent with

stated product

2321806 PORT AUX ENGINE LOWER Fuel contamination

2321813 SYSTEM MAIN ENGINE Sodium contamination

2321817 AUX BILGE PUMP Water contamination

2321823 STERN TUBE Water contamination

Table 5: Systems requiring immediate attention as per lube oil an


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5. THERMAL IMAGING SURVEY

Thermal imaging was carried out on main switch boards (upper and lower) including allpanel, feeder panels for 440 and 220 V supplies, all electric panels in accommodation incluand control panels situated on the bridge, switchboards located in accommodation decks anroom machinery. Every panel which could be opened was examined and in the case preventing front opening, examination was done from the rear access panels.

There was no evidence of foreign objects, modifications or mechanical damage anywswitchboards. However, it is apparent that there has been a history of the spring type cinstances, busbars have been turned 180 degrees because of severe damage at the contaccleanliness of the electric panels was poor with layers of dust coating observed in many loca

out on electrically dead panels to ascertain that the temperatures recorded by the thermal imof 2% error. A complete thermal imaging survey report is included as a separate document.


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Figure 3: Typical results of thermal imaging survey.


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Section Equipment Fault

Navigation deck Emergency lighting 24 V DC Overheating

Navigation deck Emergency lighting Overheating

Navigation deck Inverter Overheating

Navigation deck Machinery alarm system Overheated fuse

Navigation deck Battery charger Resistor overheating

Auxiliary engine port Exhaust pipe Exposed exhaust pipe

Table 7: Results of thermal imaging survey detailing items which require immedi


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6. PASSIVE ULTRASONIC TESTING

This equipment detects the ultrasonic frequencies found in pressure and vacuum leakfrequency and sensitivity, it is also capable of detecting mechanical distress from machinery2 Freon leaks were identified and marked with paint. All suction and discharge valves on dcondition compressor were tested and found to be satisfactory. It was not possible to checkto operational electrical load being high at the time of measurement.

7. ENGINE PERFORMANCEPerformance measurements were made on the upper 6 cylinder auxiliary engine and the engine. There was no opportunity to test main engine performance as the survey was c

bracket was fabricated to hold the optical top dead centre for No 1 cylinder. This informcrank angle position reference to the cylinder pressure curve. The firing sequences of binstruction books were incorrect as confirmed later by the engine manufacturers. Due toanalyse the power balance of the engines. The cylinder pressure data was also recordsubsequently corrected. The data was exported into a spread sheet and manually correctedhad the same minimum pressure (scavenge). Figure 4and 5 are indications of the peak pres

It can be seen that the 6 cylinder engine has a better balance of peak pressures and exhausengine has variations of up to 16 bars. The vessel has a working MALIN 6000 instrument performance tests be carried out on all auxiliary engines and main engine.


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Auxiliary engine port lower performance at 920 kW and 1700 Amps.

Exhaust temperatures: 399, 337, 383, 385, 413, 364, 417, 379Scavenge pressure 0.7 bars, Ambient 30 deg C, SW temp 17 deg C

Peak firing pressure AE Port Low er

0

20

40

60

80

100

1 2 3 4 5 6 7

Cylinder Unit

Pressure

[Bars]

Figure 4 : Peak firing pressures of AE port lower


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Auxiliary engine upper performance at 570 kW and 920 Amps.

Exhaust temperatures: 456, 474, 480, 441, 476, 477Scavenge pressure 0.8 bars, Ambient 30 deg C, SW temp 17 deg C

7.

Peak firing pressure AE U pper

0

20

40

60

80

100

1 2 3 4 5

Cylinder Unit

Pressure

[Bars]

Figure 5: Peak firing pressures of AE upper


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9. CONCLUSION

The PACT Focus service on board the M.V. EXAMPLE LPG-VESSEL has revealedseveral major defects which require correction quite urgently. The vibrationlevels on the majority of engine room machinery were within limits. However,all the cargo compressors and refrigeration compressors for LPG requireimmediate attention.The electrical equipment requires special attention as there are very seriousproblems in several areas. The analysis of lubricating oil from various systemsalso revealed significant problems which must be corrected.

It is highly recommended that all actions are carried out earliest and a repeatsurvey conducted thereafter to confirm that everything is in order.


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For further information contactSeaTec, Skypark, 8 Elliot Place, Glasgow, Scotland (UK), G3 8EP

Tel: +44 141 249 9987, Fax: +44 141 305 7809, E-Mail: [email protected], Web: seatec-services.com

PACT DesignPROTECTING ASSETS WITH CONDITION-MONITORING TECHNOLOGY

Stroke by stroke monitoring of engine cylinder pressures

Main features

The PACT Design service is ideallycarried out while the vessel is stillbeing built.

A holistic assessment of shipsengineering systems with criticalityassessment and cost benefitevaluation.

On-line systems for vibrationmeasurement, oil cleanlinessmonitoring, engine performancemonitoring, thermal imagingwindows.

Off-line walk-around systems forless critical machinery.

Integration of on-line and off-linedata.

Facility for auto alert of shore staffupon alarm or warning levelsincursion.

Integration with maintenancesoftware to benefit from predictivemaintenance.

Working with Class on your behalffor achieving Condition basedSurvey notations.

Why think of conditionmonitoring during theconstruction phase?

It costs twice as much to retrofit

systems when the ship is inservice

More than 25% seriousincidents at sea are caused bymachinery failure

60% of machinery failure takesplace immediately after amaintenance activity

A third of all maintenance isperformed unnecessarily

PACT Design benefits

Reduced time and expenditurein retrofitting systems

Enhanced reliability due topermanent monitoring

Predictive maintenanceoptimises resource utilisation

Increased ship availability dueto more reliable systems

Easy upgrade to our ongoingservice PACT Live

PACT Design is a tailoredcondition monitoringsolution for individualships ensuring thatcritical systems aremonitored 24 hours whileothers are monitoredperiodically

A customised plan for

each ship

State of the arttechnology removingexcessive reliance onships crew

Integration with shipsalarm system

Contact

Dr Gopinath ChandrothDirector Condition MonitoringMobile +44 777 073 [email protected]


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For further information contactSeaTec, Skypark, 8 Elliot Place, Glasgow, Scotland (UK), G3 8EP

Tel: +44 141 249 9987, Fax: +44 141 305 7809, E-Mail: [email protected], Web: seatec-services.com

PACT FocusPROTECTING ASSETS WITH CONDITION-MONITORINGTECHNOLOGY

Turning data into information. (Clockwise from top left)Engine cylinder pressure and vibration curves, thermalimage of belt drive, Lubricant ferrograph.

Main features

The PACT Focus service is ideallycarried out annually or before thevessel enters dry dock or forwarrantee claims.

Condition monitoring engineer sailswith the vessel for 5 to 6 days andperforms a complete health check ofthe ship.

Vibration and shock pulse datameasured from all machinery. Onthe spot analysis and interpretationof results.

Thermographic inspection of allelectrical and some criticalmechanical systems.

Pressure and vacuum leak detectionusing passive ultrasonic frequencymethods.

Thickness measurement of criticalmachinery systems.

Particle count, additive andelemental chemical analysis of lubeoils with ferrography on suspectsamples.

Main and auxiliary enginesperformance test and power balance

analysis.

Detailed machinery health

PACT Focus is a one-offhealth assessment ofships systems carried outby professional conditionmonitoring engineersusing state of the arttechnology

A customised solution foreach ship

Plan and prioritise shipsrepair work in the dry dock

Use in support ofwarrantee claims

Latest conditionmonitoring technologyextending the humansenses

Tests to ISO standards

where available

Intrinsically safe ATEXapproved equipment forhazardous zones

Direct your maintenanceresources to where theyare most needed

Minimum waste, maximumeffect

Contact


Why Condition BasedMaintenance?

Consider the following statistics:

More than 25% serious

incidents at sea are caused bymachinery failure



PACT Focus the benefits

Reduced time and expenditurein dry dock

Savings due to focused repairand maintenance work

Increased ship availability dueto more reliable systems

Easy upgrade to our ongoingservice PACT Live


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PACT LivePROTECTING ASSETS WITH CONDITION-MONITORINGTECHNOLOGY

PACT Live is a complete

condition monitoringservice planned,implemented andmanaged by SeaTecCondition Monitoring.

A detailed baselinesurvey

Condition monitoringtraining for ships

engineers

Periodic data analysisdepending on systemcriticality

Contact


Ships engineer recording vibration measurement

Why invest in an on-goingcondition monitoringprogramme?

Ships staff will have theequipment and training to carry

out periodic surveys

More than 25% seriousincidents at sea are caused bymachinery failure



PACT Live benefits

Expert advice and support atthe end of a phone line

Trends of machinery conditionto help you predict failure

Proactive rather than reactiveapproach to maintenancereduces maintenance inducedfailures

Reduced Class intervention dueto demonstrably reliable

machinery systems

Main features

The PACT Live service is suitablefor all kinds of ships.

An initial assessment of the shipsmachinery systems using vibration,

thermal imaging, acousticemissions, lube oil analysis, mainand auxiliary engine power balanceanalysis and passive Ultrasonictechnology.

Ships engineers trained in datacollection and data transfer to ourcondition monitoring specialists.

Identification of measurement pointsand installation of permanent datacollection points for repeatable data.

Detailed data analysis and feedbackwith recommendations forpreventive action.

Help to integrate with maintenancesoftware to benefit from predictivemaintenance.

Working with Class on your behalffor achieving Condition basedSurvey notations.

PactFocus Report -sample -LPG

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