rina-focus on risk management

8/8/2019 RINA-Focus on Risk Management

1/16

June 2010 - Issue no. 2

Information magazine

FOCUS ON

risk management

In this Issue:

- RISK MANAGEMENT

- LOW SULPHUR FUEL

- SHIP MACHINERY & EQUIPMENT

- HEALTH & SAFETY

- CASE STUDIES


2/16

In this second issue of our magazine, it is important to

introduce the basic concepts of risk. You can count this one

as a sort of preface of an interesting thriller book in order to

find the murderer, i.e the undesired event.

Well speak about a few elementary notions: hazard, risk,

analysis, HAZID, FMECA, fault tree, MTTF, minimal cut set,

Markov techniques, HAZOP, QRA, CFD, Boolean algebra,

cancerous and mutagen substances, ergonomics, etc.

Its a joke, dont worry! Only the bare necessities.

Risk is intrinsic in every human activity, in other words there is

no work without risk. The maritime field is no exception.

Safety must be the basic guidance in each phase of ship life:

design, construction, operation, maintenance, lay up.

In order to guarantee safety to any involved actor (workers,

environment, public and assets) you have to assess and

manage the risk.

Assessment and management, as the words themselves

explain, are different. Thinking in quality jargon,

the assessment is a part of the first step (the planning) of the

overall management process.Risk assessment, in turn, is the overall process of risk

analysis and risk evaluation: risk analysis is the identification

of hazard and the risk estimation, whereas risk evaluation is

the judgment, on the basis of risk analysis, of whether a risk

is tolerable.

Summarizing, risk assessment starts with hazardidentification, continues with risk estimation andevaluation and ends with recommendations for decision-making.Now that the process is clear (we hope), lets see two key

definitions: hazard and risk.

Hazard is a potential source of harm to personnel,

environment and assets or to a combination of these, regardless

of how likely or unlikely such an occurrence might be.

Risk (R)is a combination of the probability (P) of an event and

the consequences (C) of the event.

Usually risk is estimated as a product of probability and

consequences. When eliminating the risk at source is

unfeasible, we must reduce the risk of the event. There are

two possible ways: prevention and protection. The first one is

to be preferred. Preventing means decreasing the probability of

the event, protecting means decreasing the consequences ofthe event.

R I S K M A N A G E M E N T

page 1


3/16

page 2

R I S K M A N A G E M E N T & I N T E R N A T I O N A L R U L E S

Resolution MSC 273(85) adopted

the latest amendments to the

International Safety Management

Code in December 2008. Date of

entry into force is 1st July 2010.

Among the modifications to the

wording of the ISM CODE, the one

we deem will have the most

significant impact on the shipping

world is the replacement of the

existing subparagraph 2 of

paragraph 1.2.2 regarding the

Safety Management objectives of

the company.

The existing subparagraph is

establish safeguards against all

identified risks and it will be

replaced by:

assess all identified risks to its

ships, personnel and the

environment and establish

appropriate safeguards.

Since the adoption of the new

amendments, RINA has been

giving assistance to shipowners in

the preparation of a risk assessment

of their fleets which takes into

account all safety and environmental

procedures already implemented

by each company.

ISM Code


4/16

R I S K M A N A G E M E N T - F O C U S O N T A N K E R S

page 3

Tanker Management and Self-Assessment (TMSA) programme published by the Oil Companies

International Marine Forum (OCIMF) provides tanker operators with a means to audit and

improve their own operational, safety, quality and environmental management

system. The programme introduces four self-assessment levels 1 being the lowest and 4

the highest. A company that is currently fully compliant with the letter and spirit of the ISM

Code would be able to rate itself as at least 1.

The programme identifies 12 elements of a management system:

1) management, leadership and accountability;

2) recruitment and management of shore-based personnel;

3) recruitment and management of ship personnel;

4) reliability and maintenance standards;

5) navigational safety;

6) cargo, ballast and mooring operations;

7) management of change;

8) incident investigation and analysis;

9) safety management;

10) environmental management;

11) emergency preparedness and contingency planning; and

12) measurement, analysis and improvement.

Risk assessment constitutes a cornerstone of the TMSA approach. In particular, it is explicitly

required in several of the 12 above elements. The most significant applications are envisagedin elements 4, 7, 9 and 10.

Element 4 (reliability and maintenance standards)prescribes the identification of critical

equipment, i.e. a risk assessment of the ship.

Element 7 (management of change)requires the identification of potential consequences of a

change together with any necessary mitigation measures in order to ensure that safety and

environmental standards are not compromised.

Element 9 (Safety management) and 10 (Environmental management) require a hazard

identification and risk assessment on board and ashore.

TMSA


5/16

R I S K M A N A G E M E N T - F O C U S O N T A N K E R S

page 4


6/16

I N T E R V I E W W I T H A N D R E A C O G L I O L O

What are the latest rules on marine fuel?

The maximum sulphur content ofmarine fuels provided by EU Directive

2005/33/EC came into force on 1st

January 2010. The directive prescribes

that ships use marine fuels with

sulphur content not exceeding 0.1% by

mass when at berth in EU ports allowing

sufficient time for the crew to complete

any necessary fuel-changeover operation

as soon as possible after arrival at berth

and as late as possible before

departure.

The rule doesnt apply to ships that are

at berth for less than two hours or to

ships which switch off all engines and

use shore-side electricity while at berth

in ports.

Its a big revolution impacting on the

marine field.

Yes, but it is not the only one. Id like

to recall that Annex VI of Marpol 73/78requires ships to use marine fuels with

sulphur content not exceeding 4.5% m/m

and 1.5% m/m in SOx emission control

areas (known as SECA).California requires vessel operators to

use either marine gas oil (MGO or DMA)

with a sulphur limit of 1.5% or marine

diesel oil (MDO or DMB) with a sulphur

limit of 0.5% or less when ships are in

Californian waters and 24 nautical

miles from the Californian Baseline.

Moreover, both IMO and California have

already approved more and more

restrictive requirements which will

enter in force according to a defined

schedule.

What are the problems tied to the use of

LSF?

The properties of fuels with low sulphur

content are different from the marine

fuels normally used on board. The main

issues are:

- low viscosity

- poor lubricity- unacceptable or undesirable blend

components

- potential power shortfall

- engine starting problems- attention to pre-heating control

- correct setting for boiler safety and

combustion control systems

- problem for storage of different fuels

and changeover procedure.

Its fundamental for shipping

companies to carry out a risk

assessment and implement the

necessary technical solutions

(modification to piping systems and/or

equipment, instruction and training for

the crew, etc).

The European Commission, aware of

difficulties that may be encountered in

complying with Directive 2005/33/EC

requirements, on 21st December 2009

invited the Member States to consider

the existence of an approved retrofit

plan when assessing the degree of

penalties to be applied to non-complying

ships.

Low Sulphur Fuel

page 5

Andrea COGLIOLO

Head of Machinery, Electrical, Automation

and Risk Analysis Sector - RINA Technical Department

[email protected]


7/16

What support can RINA Services provide?

Our technicians can support shipping companies by

cooperating in the risk assessment phase and, obviously,

by approving the modified drawings (if the fuel piping

system or other class related systems are affected by

modifications).

Moreover, we are ready to approve the retrofit plans

mentioned in the Commission Recommendation of 21

December 2009 on the safe implementation of the use of

low sulphur fuel by ships at berth in Community ports.

The documentation to be submitted is:

contracts with the manufacturer, including foreseen

data for completion of the modification to be carried

out on board

class approved retrofit drawings

fuel changeover procedures

final date of completion of the whole retrofit actions,

including final survey on board.

Finally, RINA has issued the new additional class notation

LSF (Low Sulphur Fuels) that is assigned to new and

existing ships for which the Society has evidence that Low

Sulphur Fuels may be used by some or all on-board fuel oil

consumers to be recorded in the ships status, together

with the relevant percentage, in weight, of the fuel sulphur

content (e.g. 1%, 0.5%, 0.1%).

It is to be noted that responsibility for ensuring that the

ship is suitable for safe operation using the fuels required

by the applicable national or international legislation

remains with the operator.

I N T E R V I E W W I T H A N D R E A C O G L I O L O

page 6

Low Sulphur Fuel


8/16

S H I P M A C H I N E R Y & E Q U I P M E N T

Machinery Maintenance accordingto Class Rules

The traditional approach to machinery

overhaul on board ship has long been

based on calendar time. Normally, the

rules of IACS Classification societies

envisage the overhaul of class-related

equipment within a 5-year time

window (CMS regime).

This approach is being increasingly

superseded by the introduction of the

PMS, in which the overhauls are

allowed to be based on running hours

instead of calendar time, obviously for

equipment that operates for long

periods. To be granted the PMS,

owners are required to manage their

maintenance with a Computerized

Maintenance Management System

(CMMS) software tool. Experience has

demonstrated that this approach pays

dividends in terms of flexibility and better

organization of maintenance.Once an owner has switched from CMS

to PMS, a further natural step forward

is the adoption of a Condition-Based

Maintenance (CBM) program.

Until recently, however, this approach

was viewed as too sophisticated for the

merchant marine world.

This was true in the past, when

interpretation of the results of the

measurements was restricted to a few

specialists that had to extract the

useful information through a

mathematical process (in the case of

vibrations) or to carry burdensome

equipment (in the case of thermography)totally unsuitable for the arrangements

of a ship.

These negative points now belong to

the past: expertise is available through

specialized service suppliers and the

equipment is now both handy and

user-friendly. These considerations

have brought RINA to advocate this

approach among owners, and to

introduce a new CBM section in its Rules

(RINA, 2010), along with a

dedicated guide (RINA, 2008).

The goal is to provide basic criteria to

support those companies who want to

undertake CBM on ships.

Additionally, if a company decides to

put a group of machinery under CBM,

the relevant ship can be granted

the additional Class notations PMS-CM

(PROP), PMS-CM (CARGO), PMS-CM

(HVAC), PMS-CM (FDS), PMS-CM(ELE) corresponding to propulsion

machinery, cargo equipment, air

conditioning system, fire detection

system and electrical switchboard

respectively; it can be seen that RINA

is aware of the usefulness of the

approach not only to Class items, but

also to those commercially sensitive

systems (e.g. HVAC on passenger

ships, cargo system on tankers, etc.) that

are not fully covered by Class rules.

Implementation of a Pilot CBMSystem on a Tanker Fleet

RINA, with the support of a qualified

CBM service supplier (SPM Instrument

Srl of Italy) has assisted the

implementation of a CBM program

covering on-board machinery of

Tekn-managed Finaval vessels.

The equipment under CBM is

mostly rotating machinery (pumps,

electrical motors, compressors etc.), the

maker of which defines no mandatory

maintenance schedule, leaving it to

the owner, according to the type of

utilization. Diesel engines were excluded,

as they are maintained under a strict

PMS program set forth by the

manufacturer.

It was decided to adopt vibration

techniques, postponing thermography

to after the consolidation of this first

CBM approach among the dedicated

operators.Tekn decided to undertake CBM by

regular manual measurements obtained

from portable instruments.

In addition to vibrations, the RINA

rules and guide require the prognostic

information to be completed by

monitoring a series of machine-specific

parameters like temperature, pressure,

current absorption etc., which are

acquired and recorded in the

instrument for graphical processing.

Tekn decided to rely on SPM for an

page 7

The support of a class society in the applicationof Condition-Based Maintenanceon board commercial ships


9/16


page 8

extensive training program for ship and

shore personnel, so as to enable thecrew to perform the measurements and

transfer them to the shore technical

office. A particularly time-consuming but

essential task was the identification of the

measurement points of every item and

the storage of the many transponder

placards for the automatic detection of

machines: this task was carried out by

the crew under SPM indications.

Once the data are acquired by

personnel and transferred to the

dedicated software, the crew in charge

saves them in a back-up safety copy (as

also required by RINA) and creates anexport file ready to be transferred via

e-mail to the shore technical office,

which takes care of the necessary

checks (i.e. acceptability and trend),

and, if relevant, gives the ships

feedback in terms of maintenance

actions to be performed.

Lastly, the data relevant to each piece

of machinery can be progressively

stored in the CMMS software.

The Class-related equipment under

CBM is specified in the PMS manual

approved by RINA, which will audit the

adequacy and continuity of the CBM inthe yearly surveys.

The main advantage of well-implemented

CBM is of course the prompt detection

of incipient failures, enabling

preventive/corrective maintenance

strategies to be adjusted. So far, on the

ships under CBM, Tekn has

experienced no events so serious as to

challenge the predictive capabilities of

the technique. The vibration amplitude

trend analysis has shown some

anomalies on a few machines, however.

Continued on page 9...


10/16


The implementation of a CBM program on a system is

beneficial if undertaken seriously from the beginning, and

maintained throughout the lifetime of the system.

It is therefore to be viewed as a mid-term investment.

Successful implementation inevitably implies some

difficulties that have to be solved up front, as for

example: crew training, selection of equipment to be

monitored and the choice of tools (portable or permanent).

In particular, the selection of equipment is based on its

criticality; the criticality of on-board equipment should be

evaluated by means of risk assessment techniques

(nowadays quite commonly applied due to legislative and

commercial obligations) and on the basis of historical

records of preventive and corrective maintenance.

Another essential issue is the build-up of a robust baseline

of measurements for all the equipment involved, which is

instrumental to providing the reference starting point of the

physical parameters against which the trends will be

verified. On ships, no two identical pieces of equipment

behave the same way: a machine can display apparentlyhigh vibration levels, but this may not constitute an

incipient failure if the vibrations do not change in time.

The correct appraisal of the behavior of each item takes

time (at least some months), but allows customization of

the maintenance strategy: neglecting this fact, and

referring to standard values just to save time, may lead to

erroneous conclusions about the health of an item.

In short, the CBM approach adopted by Tekn is founded

on the proper allocation of resources, expertise and

technology; the early involvement of RINA was

necessary and beneficial to start the initiative, through the

definition of the acceptance criteria of Class-related

equipment, the equipment selection, etc.

The results of a couple of years experience have exceeded

expectations.

The crew members in charge of the CBM tasks on board

have accepted the new approach with great interest and

use it regularly with a periodicity that even exceeds RINA

requirements. The shore technical office examines trends

regularly, allowing some incipient anomalies to be detected

and fixed before getting serious.

RINA, on its part, is ready to accept the adoption of

condition-based overhauls for the machinery under CBM,

in lieu of calendar-based or running-hours-based overhauls.

It is RINAs firm belief that this experience has realistically

demonstrated the feasibility of on-board CBM, so far

deemed to be suitable only for onshore or hi-tech

applications.

It has paved the way for an increase in the adoption of

CBM in the near future, and RINA will continue to promote

such initiatives among its clients.

....continued from page 8

page 9

Star-Mach Class NotationRINA assigns an Additional Class Notation - STARMACH - to those vessels

components of propulsion, electric production and steering gear system

detected by means of typical risk analysis techniques and mana

accordance with tailored maintenance procedures.

SHIP SYSTEMS

At owners request, other criti

added to those recommend

FORMAL

SAFETY ASSESSMENT

Risk Analysis techniques for the

detection of critical components

CRITICAL COMPONENTS MANAGEMENT

ANALYSIS RESULTS


11/16

H E A L T H & S A F E T Y

page 10

e

e

n

ECTION

stems may be

the Society

The identification of ship hazards that can

impact on the safety and health of crew and

passengers and the definition of steps to be taken

to improve procedures and reduce detected

possible risks is achieved using risk analysis

techniques, such as Hazard Identification.

A typical application of Health & Safety Risk

analysis is related to the evaluation requested by

Italian national laws for the protection of crew

health.

Health & Safety Risk Assessment


12/16

page 11

R C M & R A M

Reliability Centered Maintenance (RCM)

Reliability Availability Maintainability (RAM)

RCM is a technique based on the statistical analysis of

the failure and repair data of critical components in order

to optimize the preventive maintenance intervals in

terms of cost.

It is based on tailoring, as far as possible, the actual

preventive maintenance tasks to the frequency and

consequences of failures. It can be performed starting

with a Reliability Availability Maintainability (RAM)analysis, preferably from the design stage, through the

whole lifetime. The process allows specifications of RAM

requirements to be given to designers and, once the

system is operating, can be applied to optimize

maintenance by selecting the most appropriate strategy,

i.e.:

spare part allocation

condition monitoring

dedicated test and inspection programs

re-design

To diffuse this approach in the shipping field, RINA has

developed the Additional Class Notation STAR-MACH.

(see focus on page 10)

Three key parameters can be used to gauge theperformance of systems: Reliability, Availability and

Maintainability (RAM).

Reliability quantifies what fails and how often. It is the

measure of the probability that a piece of equipment or

a system will perform a required function under stated

conditions for a defined period of time.

Maintainability is generally defined as the probability that a

piece of equipment or a system will be retained in or

restored to a specified condition within a given period of

time when maintenance is performed in accordance with

prescribed procedures and resources.

Availability identifies the most effective actions available

to keep a system or equipment operational. It is defined

as the probability that a system will be available and

capable of performing its intended function at any

random point in time. It stems from a combination of

reliability and maintainability.

RINA can perform or assist RAM analyses to identify and, ifpossible, quantify the systems weak spots in relation to the

defined success criteria.

The RAM analysis will also support the designer of

machinery, electrical or automation systems to achieve a

more effective and fault-tolerant design and/or a proper

maintenance policy (e.g., in terms of spares supply), or

to compare the effectiveness of alternative solutions.

If the analysis highlights some critical groups, a revision

of the design is to be carried out.

In general terms, an Availability / Reliability analysis

consists in decomposing the plant into levels (groups,

subgroups) from the highest one to component level;

each active component is assigned its Mean Time To

Failure (MTTF) and Mean Time To Repair (MTTR - the MTTR

only in the case of an availability analysis) value then the

analysis, starting from the components, proceeds

through a bottom up calculation of each level and of the

whole plant.


13/16

page 12

C A S E S T U D Y n o . 1

Case Study:Reliability analysis of a sea water cooling

system using the in-house developed

R&M Fault Tree software tool

The results illustrate the MTTF allocation among the sea water cooling

system groups. It can be seen that, in this case, the

reliability allocation doesnt particularly stress critical groups

MTTF (%) Allocation

Sea Chests AUX: Hydraulic Pumpsea Water Discharge ME: Hydraulic Pumps ME: Heat ExchangerAUX: Heat Exchanger

Sea Water Cooling system: Reliability (MTTF) Allocation

Groups MTTF [ Hours ] MTTF [ % ]

Sea Chests 12533 26,58

ME: Hydraulic Pumps 16208 20,55

ME: Heat Exchanger 29223 11,40

Sea Water discharge 34979 9,52

AUX: Hydraulic Pumps 16208 20,55

AUX: Heat Exchanger 29223 11,40

Sea Water Plant 3331


14/16


15/16

page 14

C A S E S T U D Y n o . 2

Case Study:FMECA analysis of a sea

water cooling system plant

FAILURE MODE CRITICALITY AND EFFECTS ANALYSIS (FMECA) - WORKSHEET

Assessment Ref. N: 1 Assessed system: Sea Water Cooling System

Assessmentversion N: 1 Review date: 15 Nov. 08

Reference drawing:Assessor:

Signed:

ITEM ID CODEFAULURE

MODE

FAILURE EFFECTS

DETECTION RECOVERY ALARP NOTES

LOCAL ON THE SHIP

Sea Chest ObstructionNone: the other is sufficient to

provide SWNone 1 1

High temperature of central

cooler

Cleanup when possible,

after isolating the chest2 TOLERABLE

Sea Chest

StrainersMR002/1-2 Obstruction

None: the other is sufficient to

provide SWNone 1 1

Cleanup when possible,

after isolating the sea

chest strainer

2 TOLERABLE

S.W.

Pump for

M/E

66 A/B/C Fail to run Startup of the standby pump None 1 1 Bilge alarms

If possible, isolate the

failed section by manual

valves

2 TOLERABLE

S.W.Pump for

AUX

67 A/B/C Fail to run Startup of the standby pump None 1 1 Bilge alarmsIf possible, isolate thefailed section by manual

valves

2 TOLERABLE

Crossover

Header400-MR-01

Significant

leakage or

rupture

Loss of sea water flow to FW

coolers

If not restored, black-out and

flooding of engine room1 4 Bilge alarms

If possible, isolate the

failed section by manual

valves

5 TOLERABLE

PipingSingle line to M/E

(200-MR-13)

Significant

leakage or

rupture

Loss of sea water flow to M/E

central cooler 71A

Loss of propulsion and flooding

of engine room1 4

Bilge alarms, M/E

instruments, rounds in E.R.

Close the valves MR033/1

upstream of 71A5 TOLERABLE

PipingSingle line to G/E

(125-MR-37/04)

Significant

leakage or

rupture

Loss of sea water flow to G/EBlack-out and flooding of

engine room1 4

Bilge alarms, G/E

instruments, rounds in E.R.

Close the valves MR006/2

upstream of G/E5 TOLERABLE

PipingBranch line to non-

essential users

Significant

leakage or

rupture

Loss of sea water and flooding of

engine room

If not corrected, eventual

black-out and flooding of

engine room

1 3

Temperature increase of

users, bilge alarms, rounds

in E.R.

Isolation by closing the

valves upstream of the

affected user

4 TOLERABLE

Piping

Branch line to

FRAMO power pack

100-MR-54

Significant

leakage or

rupture

Loss of sea water to user and

flooding of engine room

If not corrected, unavailability

of cargo system and flooding

of engine room

1 3 Bilge alarms, rounds in E.R.

Isolation by closing the

valves upstream of the

202 exchanger

4 TOLERABLE

Antifoulung

system

Fails to

operateReduction of cleaning efficiency

If not corrected, in the long run

may lead to fouling of the

exchangers on the users

1 2 Temperature increaseCorrective maintenance;

preventive checks3 TOLERABLE

SEVERITY

PROBABILITY

QUALITATIVE

PROBABILITY

QUANTITATIVE

For each identified Item which can be subjected to failure

in the FMECA worksheet the following are reported:

1. The Items failure modes and the failure effect

2. The failure modes severity

3. The failure modes frequency or occurrence probability4. The failure modes detection probability

5. The Hazards risk level based on the criticality matrix

6. Report the suggested corrective action for the critical items


16/16

AMERICA EUROPE and AFRICA ASIA

[email protected]

ph. +1 954 8380408

[email protected]. +54 11 43148666ph. +55 21 2518754

[email protected]

ph. +39 081 6907711

[email protected]. +31 10 4147444


[email protected]

[email protected]

ph. +30 210 4292144



[email protected]

ph. +86 21 62482604


[email protected]. +65 65327737

[email protected] +91 22 28515862

[email protected]

ph. +62 21 5707694



RINA Services S.p.A. head office via corsica, 12 16128 genova italy

ph. +39 010.5385.664 fax +39 010.5351.543 [email protected]

technical services ph. +39 010.5385.667 fax +39 010.5351.000 [email protected]

RINA: 150 years of service

RINA is one of the oldest classification societies and certification companies in the world. Established in Genoa in 1861 to serve the

marine industry, today it spans the globe as a multinational and multi-faceted company, sharing its knowledge and experience througha wide range of services which help industries and the community to improve their businesses and quality of life. RINAs services cover

the environment, energy, transportation, logistics, safety, quality and social responsibility.

Business

Managers

rina-focus on risk management

Documents