04_SAMM_Maintenance_Development,_EWI.pdf

Military Sealift Command Quality Management System

Procedures Manual N0711-103.20-W

Original

Endorsed by the MRMS Steering Committee

Issued By: Date: 3/30/17

Kevin Baetsen COMSC Engineering Director

SSIC: 4731

ISO: 7.3

ISM: 10.4

SAMM Maintenance Development

MSC Quality Management System Procedures Manual N0711-103.20-W Original

SAMM Maintenance Development Page 1 of 56

REFERENCES:

(a) COMSCINST 4790.4, Military Sealift Command's Ashore Maintenance Management Policy

(b) COMSCINST 4700.1 - Military Sealift Command's Technical Authority, Maintenance Philosophy, And Maintenance And Repair Management System (MRMS).

(c) N0711-103.00-Q - SAMM System Feedback Process

(d) N0711 103.10-W – SAMM Feedback Engineering work Instruction

(e) ABS Rules For Survey After Construction, Part 7, Appendix Section 14 Guide for Surveys Based on Preventative Maintenance Techniques

1 PURPOSE: To provide guidance for the development of a single ship SAMM database, proposing revisions to an existing SAMM database and to implement the policy requirements of Reference (a).

2 BACKGROUND / OBJECTIVES / APPLICABILITY:

2.1 Background: The SAMM system encompasses maintenance actions developed for all ship platforms. MSC believes that all equipment degrades with age. The MSC Maintenance Development Methodology (MDM) is only part of the total life cycle maintenance strategy. The MDM and MSC’s maintenance philosophy, reference (b) are the foundations which help ensure the economical use of all available shipboard resources such that interruptions of fleet-mandated services are minimized. The cornerstone of this foundation are the principles of backfit-Reliability Centered Maintenance (b-RCM) that focuses on Condition Based Maintenance (CBM) tasks. CBM includes maintenance processes and capabilities obtained from embedded sensors, external tests and measurements, and actual inspection. CBM’s core value

SAMM Maintenance Development Page 2 of 56 proposition is to perform maintenance based on objective evidence of need.

RCM provides the principles and rigorous methodology needed to select the appropriate type of maintenance. Each shipboard maintenance plan is to be developed using CBM strategies and the RCM process. The sparing for the fleet is based on expected scheduled repair capability and to a lesser extent, the amount of planned maintenance.

2.2 Objectives: To provide guidance on the following:

2.2.1 Conducting a SAMM Ship Check (Paragraph 3.1)

2.2.2 Hierarchical Structure Code (HSC) Development ( Paragraph 3.2)

2.2.3 Defining SAMM Equipment, System and Description Guidelines

(Paragraph 3.3)

2.2.4 Developing Critical Risk Factor (CFR) designations (Paragraph 3.4)

2.2.5 Creating specific maintenance plans for equipment (Paragraph 3.5)

2.2.6 Special considerations for Damage Control Equipment (Paragraph 3.6)

2.2.7 Requirements for Oil Analysis (Paragraph 3.7)

2.2.8 Building and modifying the SAMM ISM Critical Equipment List

(Paragraph 3.8)

2.2.9 Developing the ABS PM/CM Reports (Paragraph 3.9)

2.2.10 Designating Industrial Assist and O-Level (Onboard) Maintenance

Tasks (Paragraph 3.10)

2.2.11 Requirements for Quality Assurance (QA) Plans (Paragraph 3.11)

2.2.12 Forming & Installing the SAMM Vibration Monitoring System (VMS)

Survey Database

2.3 Applicability: This Work Instruction applies to N711 and contractors tasked with processing SAMM Feedback.

3 PROCESSES AND PROCEDURES

3.1 SAMM SHIP CHECK: A ship-check is conducted to obtain the nameplate data, location, and maintenance worthy configuration information (greasable bearings, coupling, filter, etc.) of all equipment that will make up the ships SAMM database. It is imperative that sufficient detail be recorded. This information is used later to prescribe proper maintenance.

3.1.1 PREPARATION FOR THE SHIP CHECK

A. Prior to a ship check, information is collected and reviewed to identify the equipment on board the ship, the equipment’s function, location and nameplate information. With prior knowledge of the equipment, a preliminary Master Equipment List can be built prior to the ship-check and appended after the ship-check. Sources of information that could be used to build a Master Equipment List may include the following:

Equipment lists (developed by the shipyard) Drawings

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Equipment lists from similar vessels or vessels of the same class

Shipclip data (MSC N4 database) Technical manuals & engineer operating manual

B. The vessel, shipyard, and Government must be advised of the visit with ample advanced notice as there may be additional administrative actions required to gain access to a ship. For ships in an availability, it is preferable to schedule the ship check towards the end of the availability period and for those ships under construction it is preferable to schedule the ship check soon after builder trials to ensure the equipment is installed and accessible.

On arrival to the ship, the Captain, Chief Engineer or other senior officers must be consulted to let them know the plan of action and what spaces will be visited.

C. The time required to complete a ship check is typically dependent on the size of the ship, the quantity of equipment and the class of the ship. For example, the first ship of a class with approximately 3,000 equipment items may take two people approximately 8 days to complete. The follow-on ships in the same class may take two people approximately 4 days.

3.1.2 DATA COLLECTION TOOLS REQUIRED FOR THE SHIP-

CHECK. An electronic device is recommended to input all data fields, take pictures, and record audio notes (for convenience). The electronic device must be capable of downloading and/or extracting the captured information to and from the SAMM database. This information being entered into the SAMM database is also used for maintenance plan.

3.1.3 OTHER TOOLS RECOMMENDED FOR THE SHIP-CHECK

A. In addition to ship and shipyard required safety gear, the following equipment is highly recommended:

Flashlight to read nameplate data and in the event the ship loses power Mirror to read nameplate data on the back of equipment Flathead screwdriver or file to remove paint from nameplate If permissible in the yard, a camera to take pictures of the equipment and nameplate A notepad and pen/pencil

3.1.4 EQUIPMENT TO BE CHECKED DURING THE SHIP CHECK. As

a minimum, all equipment requiring maintenance shall be inspected during the ship check. Equipment not requiring maintenance can also be added to SAMM if there is a desire to track corrective maintenance.

The equipment that is entered into SAMM is at the functional level.

For example, pump motors and its controllers each have different functions and will be entered in SAMM as separate equipment. An

SAMM Maintenance Development Page 4 of 56 engine is deemed separate from its cooling, fuel, lube oil, and turbo charger systems. In very simple terms, if it has a nameplate, check it.

There are some systems such as communication equipment that may not be easily identifiable. The equipment from these systems needs to be identified by a shipbuilder deliverable or ships force.

3.1.5 DATA TO COLLECT DURING THE SHIP CHECK.

A. It is important to obtain too much information than not enough.

The following provides a list of recommended information to obtain:

Equipment name, sometimes this is marked on the equipment other times it will be available prior to the ship check System (refer to paragraph 3.3.3) Description (refer to paragraph 3.3.4) Sub-description (refer to paragraph 3.3.4) Manufacturer Model Serial number Location (see section 3.3.2) Ratings as shown on the nameplate (this information is entered into the mml equipment details text box) Attributes (particularly important for generic pumps, motors, and fans): is it greasable? Does it have a coupling, belt, gears, filter, oil sump, etc.? Extraordinary conditions such as accessibility to perform maintenance.

See paragraph 3.12.4 for additional ship check requirements for vibration monitoring systems.

Locations for possible predictive maintenance instllation, such as a sensor for vibration monitoring.

3.1.6 PROCESSING DATA FOLLOWING SHIP CHECK: All of the data

collected during the ship-check is required to be entered into the SAMM database. QA of the equipment data in the SAMM database is required by individuals(s) other than those performing the ship-check to ensure that all required data has been entered correctly. The Feedback module is the recognized method of implementing data into the SAMM database.

3.2 HIERARCHICAL STRUCTURE CODE (HSC) DEVELOPMENT

3.2.1 HSC ASSIGNMENT BACKGROUND:

A. A Hierarchical Structure Code Standard (HSC Standard—often called the HSC Master Baseline list) was developed by utilizing the Expanded Ship Work Breakdown Structure (ESWBS) as a foundation and is specific to an equipment function, not make and model. From this, major, maintenance-worthy equipment could be assigned to appropriate Systems, sub-Systems, and Groups as necessary and then be assigned an appropriate HSC number by utilizing the indenturing process.

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The HSC master baseline list is used to locate an appropriate HSC by equipment functional description (EFD). Finding an EFD match may result in an HSC that upon confirmation with the Corrective Maintenance Logistics System CMLS, will be selected.

When new equipment is added to SAMM for which there is no pre-existing HSC, then a new master HSC record needs to be created. Through an indenture process, the HSC allows for the components of major equipment to be linked to both the major equipment (the "parent") as well as to each other (the "children" or "child").

The "parent" equipment root HSC number is the prefix for that of its "children." here is what a typical hierarchy looks like (explanation in italics):

HSC EFD - (Equipment Functional Description) 2 PROPULSION PLANT, GENERAL (general classification)

21 ENERGY GENERATING SYSTEM

(NUCLEAR) (general sub-classification)

22 ENERGY GENERATING SYSTEM (NON-

NUCLEAR) (general sub-classification) 221 PROPULSION BOILERS (general equipment classification) 2211 BOILERS, PROPULSION (general equipment classification) 22111 BOILERS, PROPULSION – SHAFT 1 (general equipment classification) 221111 NO.1 MAIN BOILER (Main equipment) 2211118 NO.1 MAIN BOILER TEST PUMP (sub-equipment)

22111181 NO.1 MAIN BOILER TEST PUMP COUPLING

(sub-equipment component)

22111182 NO.1 MAIN BOILER TEST PUMP MOTOR

(sub-equipment component)

22111183 NO.1 MAIN BOILER TEST PUMP

CONTROLLER (sub-equipment component)

New equipment is assigned a new HSC first by narrowing down the particular area within the HSC master in which the equipment belongs. Once the correct area is determined, then the next available HSC can be assigned once confirmed by

MSC N4 CMLS.

Valid characters for assigning HSCs are 1-9 (the use of the number 0 is discouraged, though it is used occasionally) and all letters, a-z, with the exception of "i" and "o" (to avoid confusion with "1" and "0").

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For instance, using the above list as a starting point, let's assume that a vessel request to add a second BOILER TEST BOOSTER PUMP to the NO.1 MAIN BOILER. Assuming that the NO.1 MAIN BOILER TEST PUMP (2211118) is the last sub-equipment listed under the NO.1 MAIN BOILER, we would assign a HSC of 2211119 to the second, or NO.1 BOILER NO.2 TEST BOOSTER PUMP. The components for this sub-equipment (COUPLING, MOTOR, CONTROLLER) would be assigned HSCs of 22111191, 22111192, 22111193, respectively. If another pump or sub-equipment were added, it would be assigned an HSC of 221111a.

The HSC selected must align with the CMLS equipment HSC.

3.2.2 HSC SELECTION PROCESS

a. HSC’s assigned to equipment in SAMM must match the HSC in

CMLS for the same equipment and ship. EFD HSC’s must be consistent across a class. The HSC must match in order for SAMM to display the allowance parts list and capture parts usage. Use the following procedure to determine the HSC for any given equipment:

Check across the MSC fleet to determine if an HSC exists for equipment in the same functional description. The search should include both active and deactivated equipment. If a match is found, confirm the same HSC number is used in CMSL for the same equipment and ship. If confirmed in CMLS, use that HSC.

If it does not exist, search CMLS using different equipment attributes (nomenclature, make, model, etc) to locate the same equipment and corresponding HSC. If an equipment match is found, use that HSC.

If an HSC has not been defined, consult the master HSC list to see if an EFD match exists. If a match is found, check the HSC in CMLS to locate the equipment on the same ship. If the HSC matches the same equipment in CMLS, that HSC shall be used.

If the HSC search in CMLS did not result in the same equipment as in SAMM, Then consult with the TPOC or MSC N4 to gain agreement to use that HSC number or another HSC.

3.3 SAMM EQUIPMENT, SYSTEM, DESCRIPTION GUIDELINES: Only

equipment that has scheduled preventive or condition monitoring tasks, and/or expected unscheduled corrective maintenance should be entered into the SAMM database. However, SAMM may contain additional equipment or systems as requested by the Chief Engineer and approved across the ship class. The following defines the format for the SAMM equipment nomenclature and location aboard ship. Additionally, equipment is assigned to an appropriate system, description and sub-description classification. The

SAMM Maintenance Development Page 7 of 56 data provided in these fields shall be consistent across the ship class and if possible across the fleet.

3.3.1 EQUIPMENT FUNCTIONAL DESCRIPTION FORMAT

a. SAMM equipment nomenclature also referred to as SAMM Equipment Functional Description (EFD) is limited to 50 characters. It is preferred to use the ships equipment nomenclature, but if guidance is needed to define the SAMM Equipment Functional Description then the following guidance should be applied:

Unit number, system, function description, with last word unabbreviated in capital letters. Do not use the # sign. See example below.

Unit number can be “NO.1” , “NO.2” or "PORT", "STBD”, "AFT", "FWD”, "CENTER" to designate distinct units of the same system and function. Name the parent equipment first then the position or number of the supporting equipment. This unit number shall be maintained across the entire ship class.

Examples include:

– PORT MAIN ENGINE

– PORT MAIN ENGINE INBOARD L.O. PUMP

– PORT MAIN ENGINE INBOARD L.O. PUMP MOTOR.

3.3.2 EQUIPMENT LOCATION

a. The location for individual equipment can be defined by the compartment name or the compartment name and the deck/frame/athwart ship position of the ship. However, if it is not practical to list a compartment then the deck/frame/athwart ship position alone is acceptable.

b. Where one equipment listing in SAMM represents multiple equipment on the ship (i.e Fire Extinguishers, SCBA’s, etc) the location field shall state “See Attached Document”. A document will be attached to each M-Code for this equipment defining the quantity and location for each item and each M-Code narrative shall contain the words “NOTE: This maintenance task applies to multiple equipment. If the location field for this equipment states “See Attached Document”, then this M-Code contains an attachment defining the quantity and location of each item to be serviced.”

c. Equipment locations use the US Navy syntax: DECK - FRAME -

ATHWART SHIP POSITION

d. When using the deck/frame/athwart ship position to define the location of equipment, a hyphen will separate the numbers representing each type of information.

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The following is an example of a compartment number and what each part of the number represents:

Deck Number – Frame Number – Relation to Centerline 3-75-4

- 3– third deck

- 75 – forward boundary at or immediately abaft of frame 75

- 4– second compartment outboard of CL to port

DECK NUMBER – The main deck is deck number 1. The first deck or horizontal division below the main deck is number 2;

the second below, number 3; and so forth. If a compartment extends down to the shell of the ship, the number assigned the bottom compartment is used. The first horizontal division above the main deck is number 01, the second above 02, and so

on. The deck number, indicating its vertical position within the ship, becomes the first part of the compartment number.

FRAME NUMBER – The frame number at the foremost bulkhead of the enclosing boundary of a compartment is its frame location number. When a forward boundary lies between frames, the frame number forward is used. Fractional numbers are used only when frame spacing exceeds 4 feet.

RELATION TO CENTERLINE – Compartments through which the centerline of the ship passes carry the number 0 in the third part of the compartment number. Compartments located completely to starboard of the centerline have odd numbers; those completely to port bear even numbers. Two or more compartments that have the same deck and frame number and are entirely starboard or entirely port of the centerline have consecutively higher odd or even numbers, as the case may be.

They are numbered from the centerline outboard. For example, the first compartment outboard of the centerline to starboard is 1, the second is 3, and so on. Similarly, the first compartment outboard of the centerline to port is 2, the second is 4, and so on.

3.3.3 EQUIPMENT SYSTEM:

a. Each equipment must be assigned a SAMM system field designation. The following table lists the SAMM systems:

SYSTEM

BILGE & BALLAST HULL

BRIDGE HVAC SYSTEM

COMPRESSED AIR LUBE OIL

CONDENSATE & FEED MISCELLANEOUS

COOLING WATER MISSION/UNREP/VERTREP/C

ARGO

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DAMAGE CONTROL &

LIFESAVING POTABLE WATER

DECK & SHIP

HANDLING PROPULSION

ELECTRICAL

GENERATION & DIST RADIO/COMMUNICATIONS

EVAPORATORS REFRIGERATION

FUEL OIL SEWAGE SYSTEM

GALLEY & HOTEL STEAM

b. System Breakdown: See Appendix A: System and Appropriate

Break Down.

3.3.4 Equipment Description: Each equipment must be assigned a SAMM description field. See Appendix B for a table that lists the available descriptions. Each equipment must be assigned a SAMM sub-description field, see QMS form N0711-103.21-F.

3.4 CRITICAL RISK FACTOR (CRF) DEVELOPMENT

3.4.1 Using the b-RCM-based approach for maintenance definition requires acceptance of some level of risk. How this risk is assigned and the level of maintenance, effort, or technology application associated with the different degrees of risk form the basis of the MSC MDM.

3.4.2 Every ship is designed and equipped to perform a specific function.

This function (whatever it may be) is performed by various systems comprised of individual components. The purpose of the maintenance program is to preserve function (secondary benefits are numerous including decreased unplanned downtime). Decreasing unplanned downtime increases operational readiness and overall reliability.

3.4.3 Some ship systems are more important to the vessel’s design function than others, and some system components are installed with redundancy while others are not. Also, some system components, by the very nature of their design and purpose, are more susceptible to wear out than others. These factors should play a role in assigning where and how a ship’s limited resources are applied.

3.4.4 CRITICAL RISK FACTORS:

a. MSC defines Critical Risk Factors (CRF) to categorize equipment by level of importance to the ship from L1 to L4; L1 being least critical and L4 being most critical. The Critical Risk Factor Worksheet is shown in Appendix D. The categorization facilitates the development of maintenance for generic equipment and assists in the future to identify equipment’s for improvement that would result in the greatest return on investment.

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b. The ability to apply different criticality levels will assist in the initial development of equipment maintenance. This ability serves as the basis for applying sophisticated maintenance technologies for critical assets based on its importance to the ship’s primary function. This is directly relevant to the MSC fleet Maintenance Philosophy. For example, a generic sea water pump on one ship may have a more extensive maintenance plan than the same model pump on another ship, if it is assessed that on the first ship the pump is of greater importance to the function and overall availability to perform mission. However, this does not mean that a machine’s criticality is a direct function of the level (quantity or technical approach) of maintenance.

c. Any equipment that warrants history should be entered in SAMM.

Equipment entry in SAMM does not in itself necessitate that maintenance actions be assigned to it. Sub-equipment history will be entered under the parent equipment. Linked equipment history will be entered into separate records. The maintenance development process will now be described in 3 steps:

STEP 1: CRF DETERMINATION

– Determine and assign each piece of equipment on a ship a Critical Risk Factor (CRF), Appendix D. The CRF determines the maintenance technology or CBM approach that should be employed on that equipment. Remember that a piece of equipment can have multiple components.

Before beginning, make sure that the item of interest is not sub-equipment of a parent. If it is, use this CRF procedure for the parent equipment. All of the sub-equipment will share the same CRF if its failure results in the parent equipment's functional failure.

– Equipment criticality and maintenance criticality are two distinct and separate items. Equipment criticality determines the critical assets of the vessel. Equipment criticality is used to force rank the equipment to determine which one to work on first as it applies to improving reliability (ie. PM review, RCM projects, conversion to CBM, etc.).

– Maintenance criticality delineates importance of maintenance actions of a maintenance plan based on its operational context. If faced with several jobs on equipment, decisions must be made on what to work on first. Equipment criticality should be considered, but it is not the only factor. It is quite possible that several critical pieces of equipment may have work requests. Resources

SAMM Maintenance Development Page 11 of 56 can be focused on the equipment that has the highest level maintenance criticality.

The equipment CRF is calculated from the sum of five risk numbers based on features (impact factors) of the equipment bulleted below. A detailed description of each can be found in paragraph 3.4.6 .

– mission and financial impact (weighting factor of 3)

(3, 6, or 9)

– safety/environmental impact (weighting factor of 3)

(3, 6, or 9)

– redundancy (1, 2, or 3)

– operation (1, 2, or 3)

– environment (1, 2, or 3)

The CRF is a number from 9 to 27. Refer to Appendix D for a sample CRF worksheet. The mission and financial factor and the safety impact factor critical risk numbers will be calculated in Appendix C with the help of diagrams. The remaining three factors rely on some knowledge of the design of the equipment and how it is to be utilized onboard the ship.

When calculating the CRF, all sub equipment whose failure would result in the parent equipment's failure should have the same CRF as its parent equipment (skid/unit rule). For example, when calculating CRF for the Auto bilge pump, the motor and motor controller are sub-equipment to the parent (auto bilge pump). The motor and motor controller should have the same CRF as the auto bilge pump.

3.4.5 CRF ASSIGNMENT GUIDELINE: Use as reference.

a. All equipment in DC/LIFESAVING system should get highest criteria rating for:

Safety and Environmental Impact factor; 9 (catastrophic) Operation factor; 3 (must operate for system to achieve full load) Redundancy factor; 3 (single unit, full load capable)

b. All equipment in MISSION and PROPULSION system should get highest criteria rating for Mission Factor: 9 (major)

c. Any SSDG, SSTG, EDG related equipment should get highest criteria rating for Safety and Environmental Impact factor; 9 (catastrophic)

3.4.6 MISSION AND FINANCIAL IMPACT FACTOR: Every identifiable piece of equipment shall be assigned a Risk Number (RN) for each impact factor. The Mission and Financial Impact Factor’s RN represents the degree of risk by combining the potential effects on both the mission and finances. The RN is derived for each impact factor.

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a. Mission Impact: The mission impact is an assessment of the worst possible consequence, defined by the degree of equipment malfunction or deficiency such as a plant derangement, machinery failure, stranding, substantial weather damage, fire, or any other incident or failure of such nature to affect the ship’s ability to accomplish its mission and could cause MSC a large financial burden. The mission impact factor shall be rated as one of the following:

Critical: Major equipment, which causes the stoppage of day-to-day operations or prevents the ship from performing its primary mission/tasking.

Serious: Equipment casualty, which reduces, restricts or delays day-to-day operations of the ship from performing its primary mission/tasking

Minor: Minor equipment casualty, which does not affect day-to-day operations of the ship or impairs its ability to perform its assigned mission/tasking.

b. With the adjectival ratings from the sections above, use the Risk Rating Matrix to derive the RN for the Mission and Financial Impact Factor. The RN translates to the table on the right.

Remember that this particular RN is weighted 3 times. When the RN goes into the CRF calculation, it is multiplied by 3. The decision-making flow chart is displayed in Appendix C and depicts that process.

3.5 SAMM MAINTENANCE DEVELOPMENT

3.5.1 Maintenance plans are developed to apply to a specific class of ships.

Equipment must first be designated in one of the following categories to determine the appropriate process to define the equipment maintenance scheme:

a. Generic Equipment

b. Specific Equipment

c. Regulatory Equipment

d. Navy Maintained Equipment

3.5.2 Appendix F lays out the maintenance development processes is for Full

Operating Status (FOS). Maintenance for Reduced Operating Statuses (ROS) is also included in Appendix F as a derivative of the FOS maintenance plans.

3.6 DAMAGE CONTROL EQUIPMENT: The following Damage Control

Equipment along with the associated HSC’s, critical risk factors and associated maintenance are assigned to each ship unless an approved class-specific plan is better suited. (Note: The HSC must align with the ShipClip database and there does not have to be as designated below).

Equipment: Self Contained Breathing Apparatus (SCBA)

HSC: 6641184 CRF: L4

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MCODE: 0960 CHECK SCBA APPARATUS AND CYLINDER PRESSURE

(M1)

0678 PERFORM SCBA FUNCTIONAL FLOW TEST (Y1)

Equipment: SCBA Compressor

HSC: 5515355 CRF: L4

MCODE: 9094 SAMPLE AIR FROM SCBA COMPRESSOR (M3)

Equipment: Canister Oxygen Breathing Apparatus

HSC: CRF: L4

MCODE: 0759 SERVICE CANISTER OXYGEN BREATHING APPARATUS

(M3)

0758 INSPECT AND ROTATE OBA CANISTERS (M6)

Equipment: Combustible/Hazardous Gas Indicator

HSC: 66411811 CRF: L4

MCODE: 0614 INSPECT COMBUSTIBLE/HAZARDOUS GAS INDICATOR

(M1)

0615 TEST COMBUSTIBLE/HAZARDOUS GAS INDICATOR (M1)

Equipment: Submersible Damage Control Pump

HSC: 6641131 CRF: L4

MCODE: 0619 RENEW OIL (M30)

0617 TEST OPERATE THE PUMP AND CHECK FOR PROPER

OPERATION (Y1)

0618 Clean Air Filter If Necessary (Y1)

Equipment: Portable Exothermic Cutting Unit

HSC: 66411A4 CRF: L2

MCODE: 0620 TEST BATTERY (M1)

0621 CLEAN, INSPECT AND TEST PECU (M3)

Equipment: Unfixed Fire Hoses

HSC: 555512 CRF: L4

MCODE: 0622 Inspect and Clean Unfixed Fire Hoses (Y1) 0623 Test Unfixed Fire Hoses (Y1)

Equipment: Fire Fighter Thermal Imager

HSC: 66411A31 CRF: L3

MCODE: 0624 Inspect - Fire Fighter Thermal Imager (M1) 0625 Test Thermal Imager (M1)

Equipment: Portable Blowers

HSC: 6641165 CRF: L3

MCODE: DC11 Service - Portable Blower (Y1)

SAMM Maintenance Development Page 14 of 56

Equipment: Portable Fire Extinguishers

HSC: 5553115 CRF: L3

MCODE: B001 INSPECT PORTABLE FIRE EXTINGUISHERS (M1)

B002 SERVICE PORTABLE FIRE EXTINGUISHERS (Y1)

Equipment: Emergency Escape Breathing Device

HSC: 6641191 CRF: L2

MCODE: 0256 INSPECT EEBD & VERIFY SUFFICIENT SHELF LIFE (Y1)

Equipment: Fire Detection Systems

HSC: 43611B1 CRF: L4

MCODE: DC13 INSPECT & TEST FIRE DETECTION SYSTEM (Y1)

Equipment: AFFF System

HSC: 555111581 CRF: L4

MCODE: 0440 TEST AFFF FOAM SYSTEM OPERATION (M3)

0437 INSPECT AND LUBRICATE FOAM MONITORS (M6)

0630 INSPECT AFFF FOAM SYSTEM

8320 SAMPLE AFFF FOAM

Equipment: Ventilation Closures/ Fire Dampers

HSC: 51211851 CRF: L3

MCODE: 0631 INSPECT AND TEST FIRE DAMPER/VENTILATION

CLOSURE (M6)

Equipment: Emergency Generator

HSC: 3121112 CRF: L4

MCODE: 7571 TEST EMERGENCY DIESEL ENGINE (M1)

Equipment: Fire Main System

HSC: 521111 CRF: L4

MCODE: 7693 INSPECT FIRE PROTECTION SYSTEM REMOTE OPR

VALVES (Y1)

DC17 TEST FIREMAIN SYSTEM INTEGRITY (Y1)

Equipment: Fire Station

HSC: 521117 CRF: L4

MCODE: 0676 INSPECT FIRE HOSE STATION (M3)

0677 SERVICE FIRE HOSE AND FOAM HOSE STATION (Y1)

Equipment: MK1 Life Preservers

HSC: 5832126 CRF: L4

MCODE: 7698 INSPECT MK1 LIFE PRESERVERS (M1)

7699 INSPECT AND TEST MK1 LIFE PRESERVERS (M1)

7700 TEST MK1 LIFE PRESERVER (Y1)

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Equipment: Life Rings

HSC: 5832121 CRF: L4

MCODE: 0958 INSPECT RINGBUOY (M1)

Equipment: Survival Suits

HSC: 671115K CRF: L4

MCODE: 3349 INSPECT SURVIVAL SUITS (M1)

8434 TEST SURVIVAL SUITS (Y3)

Equipment: P-100 Pumps

HSC: 66411291 CRF: L4

MCODE: 1015 TEST P-100 PUMP OPERATION (M1)

L001 SAMPLE LUBE OIL (M6)

1016 INSPECT P-100 PUMP HOSES (M6)

1017 SERVICE P-100 PUMP (Y1)

Equipment: Fixed Eyewash Stations

HSC: 6441111 CRF: L4

MCODE: 0252 TEST EYEWASH STATIONS (M1)

0251 INSPECT AND CLEAN EYE WASH STATIONS

Equipment: Portable Eyewash Stations

HSC: 6441113 CRF: L2

MCODE: 0153 INSPECT PORTABLE EYE WASH STATIONS (M1)

Equipment: EPIRB

HSC: 4417151 CRF: L4

MCODE: 7713 PERFORM INTERNAL SELF TEST (M1)

7714 TEST AND SERVICE EPIRB (Y1)

X235 REPLACE HYDROSTATIC RELEASE (Y2)

7715 REPLACE EPIRB BATTERY (Y4)

Equipment: SARTS

HSC: 44171Q71 CRF: L4

MCODE: 7711 TEST SART TRANSPONDER (M1)

7712 REPLACE SART BATTERY (Y4)

Equipment: Breathalyzer

HSC: 664111A1 CRF: L2

MCODE: 9626 CHECK BREATHALYZER SENSOR ACCURACY (M1)

9627 RECERTIFY BREATHALYZER (Y2)

Equipment: Water Powered Blower

HSC: 555841 CRF: L2

MCODE: 8510 CHECK AND INSPECT EQUIPMENT (M1)

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Equipment: Smoke Ejector Fan

HSC: 664116B CRF: L2

MCODE: 8510 CHECK AND INSPECT EQUIPMENT (M1)

Use the following plans unless a class plan is already better suited.

Equipment: Fixed Fire Fighting Systems

HSC: 5553111 CRF: L4

MCODE: 0671 INSPECT FIXED FIRE FIGHTING SYSTEM (M1)

0672 SERVICE FIXED FIRE FIGHTING SYSTEM (Y1)

Equipment: Galley Fire Systems

HSC: 5552141 CRF: L3

MCODE: DC12 INSPECT GALLEY VENTILATION HOOD (M1)

7687 MEASURE GALLEY VENTILATION HOOD AIR VELOCITY

(M3)

8376 INSPECT – DAMPER CONTROL SWITCH

8377 PERFORM THERMOSTATIC SWITCH REACTION TIME

TEST (Y1)

3.7 OIL ANALYSIS DEVELOPMENT

3.7.1 For MSC Vessels: There are two instances when you are required to enter Oil Sample Data Points on a machine. The first is when you add new equipment to the SAMM database and create an Oil Sample Point on the new machine. The second is to add a point to a machine already existing in SAMM.

3.7.2 EQUIPMENT DESIGNATED FOR MONITORING: Ensure the

equipment is in the SAMM database. If not add the equipment and maintenance vie the SAMM feedback module. See the SAMM Feedback Process document EWI for specific guidance. Now the sample point description, Lubricant and registration number can be assigned.

3.7.3 SAMM OIL SAMPLE DATA CHANGES IN THE MASTER

MAINTENANCE LIBRARY (MML)

a. The easiest method of changing sample data already in SAMM is using the QA reports within the MML. The following QA reports and fields are available for editing as indicated by the yellow columns in the MML:

CLuGE – CluGE

– Sample Point Description

– Lubricant

CLuGE – Lube Chart

– Sample Point Description

– Lubricant

CLuGE – Registration Chart

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– Sample Point Description

– Lubricant

– Registration #

b. If feedback is received from a vessel requesting modifications to an ECODE, it is to be verified against the latest PMS information.

3.8 CREATING & MODIFYING THE (INTERNATIONAL SAFETY

MANAGEMENT (ISM) CRITICAL EQUIPMENT LIST: It is a requirement of MSC that the shipboard user have the ability to generate equipment reports based on the ISM critical equipment list. Within the Equipment Reports module, the user has the ability to select the ISM critical equipment list as a ‘standard list’ in order to develop various reports based on information contained in that list. It is the responsibility of the SAMM Contractor to populate that list based on these procedures.

3.8.1 ISM CRITICAL EQUIPMENT LIST

a. The ISM critical equipment list is contained within the SMS procedures located on the MSC Portal and varies from class to class but is contained in Section 10.6 of the relevant class ‘SAFETY MANAGEMENT PROCEDURES MANUAL’. Below is a sample listing for the T-AKE class taken directly from the manual.

The following equipment and machinery aboard T-AKE ships is identified as critical, i.e., if it were to fail suddenly, it may pose a risk to the ship’s mission, its crew, or the environment:

Main Diesel Generators Propulsion Propulsion Motor Electric Propulsion Drive System Start Air Compressors / Control Air System Sea Water Cooling System LT Cooling Water system HT Cooling Water system High Voltage Switchboard Fuel Oil Service System Machinery Centralized Control System (MCCS) Navigation Steering Gear Radar (10 cm and 3 cm) Fathometer Gyro Compass

GMDSS

Ship's Whistle Navigation Lights Anchor Windlass & Chain Navigational Integrated Bridge System External Radio Communications Mission Equipment

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Cranes Cargo fuel TLI and Alarm System Cargo Fuel hoses UNREP equipment Cargo Refrigeration Equipment Cargo Weapons Elevators Damage Control Equipment General Alarm System Sprinkler System Fire Detection System Fire/Sprinkler Pumps Fire Extinguishing Foam System Fire Extinguishing Fixed FM200 High pressure water mist system RHIB and Davit Assembly Damage Control Lockers including P100 Dewatering Pumps SCBA Compressor Sliding Watertight Doors Emergency Fire Pumps Lifeboats Emergency Switchboard Emergency Diesel Generator Sound Powered Phone System Auxiliaries Oil Content Monitor Marine Sanitation Device

3.8.2 IDENTIFYING SAMM EQUIPMENT AS ISM EQUIPMENT

a. Using the ISM list, the SAMM Contractor can relate this list to SAMM equipment. Using the T-AKE list above we can make the following relationship as an example:

ISM Equipment SAMM Equipment (Prime)

Main Diesel Generators

NO.1 DIESEL GENERATOR

ENGINE

NO.1 DIESEL

GENERATOR

NO.2 DIESEL GENERATOR

ENGINE

NO.2 DIESEL

GENERATOR

NO.3 DIESEL GENERATOR

ENGINE

NO.3 DIESEL

GENERATOR

NO.4 DIESEL GENERATOR

ENGINE

NO.4 DIESEL

GENERATOR

b. In addition to the prime equipment (shown above), it is important that the associated auxiliaries also be associated. The auxiliary list will vary from class to class dependent on the configuration, for example on the T-AKEs referenced here, the fuel oil system and cooling system for these generators is listed under Propulsion.

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Recommend the following auxiliaries on the T-AKEs as an example:

ISM Equipment SAMM Equipment (Auxiliaries)

Main Diesel Generators

NO.1 – 4 MDG COUPLING NO.1 – 4 MDGE

TURBOCHARGER

NO.1 – 4 MDG TURNING

GEAR

NO.1 – 4 MDG TURNING

GEAR MOTOR

NO.1 – 4 MDG TURNING

GEAR MOTOR

CONTROLLER

NO.1 – 4 MDG SACOS UPS

NO.1 - 4 MAIN DIESEL

GENERATOR DE

BEARING

NO.1 - 4 MAIN DIESEL

GENERATOR NDE

BEARING

MDG NO.1 – 4 BREAKER –

CB 1 - 4

NO.1 – 4 OIL MIST

DETECTOR

c. It is recommended this list intially be developed in either Word or

Excel so that it can be entered in as an attachment for a feedback which will have to be reviewed and approved by MSC.

3.8.3 APPROVAL IN FEEDBACK: On completion of the development of relationships, submit a feedback with that information in order to initiate the approval process by MSC. Add the document or spreadsheet as an attachment. State in the proposal that there is an attachment so that it does not go overlooked.

3.8.4 CHANGING THE ISM CRITICAL EQUIPMENT LIST IN SAMM

a. Once the aforementioned feedback proposal is approved, the

SAMM Contractor must implement changes in SAMM using MML. In MML, the SAMM Contractor selects the QA Report called “MML – ISM Critical Equipment” as shown below.

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Figure 1: MML – ISM Critical Equipment

b. In order to assign all the required relationships, the SAMM

Contractor is required to modify the ISM_Equip column to show “Yes” for ISM Critical Equipment. On completion of this process, individual vessels with SAMM SP3, will be able to select the ISM critical equipment list in the Equipment Reports module of SAMM using the “Select List” on the top bar of that module.

3.9 ABS PM/CM REPORT DEVELOPMENT: The primary reference for these reports is ABS Rules For Survey After Construction, Part 7, Appendix Section 14 Guide for Surveys Based on Preventative Maintenance Techniques. All ABS rules and regulations are available to the public at the ABS website, www.eagle.org. Two reports are to be generated, one for equipment to be designated for CM (Condition Monitoring) and the second for equipment to be designated for PM (Preventative Maintenance). Equipment to be covered in both of these reports is essentially all equipment contained in the ABS SafeNet report. For access to ABS SafeNet, contact N711.

3.9.1 EQUIPMENT SELECTION: After SAMM development obtain a

listing of all equipment contained in the ABS SafeNet report as soon as possible. This could be from the ABS website www.eagle.org or directly from ABS. Because of inherent differences between SAMM equipment nomenclature and ABS equipment nomenclature, some intelligent matching between these lists is required. Corresponding nomenclature can be entered into SAMM using MML.

3.9.2 CM REPORT DEVELOPMENT

a. CM REPORT EQUIPMENT SELECTION: Following SAMM development and installation, all equipment that is required to have lube oil sampling and vibration monitoring will have been http://www.eagle.org/ http://www.eagle.org/

SAMM Maintenance Development Page 21 of 56 identified. Soon after installation of the vibration monitoring equipment, a baseline survey will have been performed by an ABS qualified vibration analysis company. This baseline survey is to be input into SAMM.

b. CM REPORT GENERATION: The data collected above must be compiled and organized into an intelligible Machinery Baseline Report.

c. PM REPORT DEVELOPMENT:

PM REPORT EQUIPMENT SELECTION: ABS does not allow equipment to have both a PM and CM classification.

Hence the PM list comprises the ABS Safenet equipment that is not contained in the CM Report. Additionally, the PM Report contains any equipment that is contained in ABS Rules For Survey After Construction, Part 7, Appendix Section 14 Guide for Surveys Based on Preventative Maintenance Techniques, Part 3.9.

PM REPORT GENERATION: Two reports are required to be generated; (1) each maintenance action as it applies to the equipment and (2) the Maintenance narrative report. These two reports are then combined into a single report to be submitted to ABS.

3.10 INDUSTRIAL ASSIST (IA) MAINTENANCE & O-LEVEL (ONBOARD)

TASK DESIGNATION GUIDANCE

3.10.1 All Tasks will need to be designated either as O-Level (maintenance procedure Type field being “MSC) or Industrial Assistance (maintenance procedure Type field shall be “PMIA). O-Level tasks are carried out by the crew requiring little to no disassembly or specialized skill set. Industrial Assistance (IA) tasks normally require major disassembly, specialized skills, or special circumstances (drydocking/extended time). This effort to designate tasks as either MSC or PMIA can be accomplished by reviewing the task titles and periodicities using the guidance provided below to quickly designate each task (MSC or PMIA), however reviewing the M-code narratives may be required.

3.10.2 O-Level (MSC) Task Designation Guidance:

a. Task Titles containing Key Words; adjust, visual, Inspect, check, clean, tighten, sample, grease, lubricate, test (not specialized), measure, megger, change and;

b. The periodicity is usually less than 3 years or less than 6,000 hours or is Y99 should be designated "O" Level.

3.10.3 Industrial Assistance (PMIA) task Designation Guidance:

a. Tasks titles containing Key words such as; Refurbish, replace, disassemble, remove, service, calibrate, certify, detach, overhaul, dismantle, test, measure, strip, change and;

SAMM Maintenance Development Page 22 of 56

b. The periodicity will likely be equal to or greater than 3 years or 6,000 hours but does not always have to be.

c. Regulatory Inspections that require technical representative support shall be incorporated as a PMIA task.

3.10.4 Exceptions can be made based on the review of the task narrative or knowing that the task is required by a regulatory body.

3.10.5 For each new M-Code the “MaintenanceProcedureType” shall either be “MSC” for O-Level tasks or “PMIA” for Industrial Assistance tasks. The billet selected for MSC designated tasks shall be the Chief Engineer and the billet for PMIA designated tasks shall be the “Port Engineer”. For PMIA tasks, the “IA” radio button shall be activated in the PM module.

3.10.6 A Work Item shall be associated with each PMIA task. The Port Engineers program (PENG) and ships Port Engineer shall be consulted to identify Work Items residing in PENG that are applicable to the PMIA tasks for the propose of assigning the Work Items in PENG to the PMIA designated tasks in SAMM.

3.11 QUALITY ASSURANCE PLAN: A quality assurance plan is essential to any maintenance development program. A quality assurance plan must define a process to be implemented for the purpose of determining the existence of any defects. The process should require the documentation of the as found condition and be auditable. The quality assurance plan must define acceptable metrics as a result of implementing the process for identifying defects. The quality assurance plan must define the actions that will be taken when acceptable metrics are not attained. The quality assurance plan must cover as a minimum the applicable sections 3.1through3.10. The MML QA module may contain reports that could assist in uncovering defects.

3.12 SAMM VMS SURVEY DATABASE DEVELOPMENT & INSTALLATION

3.12.1 VMS development requires 9 phases for the first ship of the class, 6 phases for the second ship of the class and 5 phases for the third and additional ships of the class. For ships that are one of a kind (e.g.

USNS LORENZEN, GIANELLA), they are treated as a first of class.

3.12.2 Table 1summarizes the phase requirements for each ship of a class and following the table is a discussion of the process covered in each phase.

Table 1: Phase Requirements for Each Ship of a Class

Phase Description First Vessel of the Class

Second Vessel of the Class

Third & follow-on Vessels of the Class

I) Criticality Analysis Yes No No

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II) Ship-Check Yes Yes No III) Create VTAGS Yes No No IV) Setup MIDs in SAMM dB Yes No No V) Mount Pads and Barcodes Yes Yes Yes VI) Conduct Baseline Survey Yes Yes Yes VII) Conduct Crew Training Yes Yes Yes VIII) Fine Tune MIDs Yes Yes Yes IX) Create Average Baselines Yes Yes Yes

3.12.3 DEVELOP VMS EQUIPMENT LIST (Phase I): Phase I consists of developing a preliminary list of machines that are to be included in the VMS Survey. Any machine with a designated criticality of L3 and L4, and appropriate for vibration monitoring, is automatically entered into the VMS program. In order to add equipment designated with a criticality of L1 and L2, recommendation and justification from the ships Chief Engineer is required. Similarly, with justification, the Chief Engineer may recommend removal of L3 and L4 machinery.

The designated N7 Engineer makes the final decision of which machinery will be included in the VMS survey based on the criticality analysis and the feedback from the Chief Engineer. Once the SAMM database is established, the VMS maintenance requirement (V001) is assigned to the driven component of each machine on the VMS equipment list.

3.12.4 SHIP-CHECK (Phase II): See paragraph 3.1 for guidance in preparing to conduct a ship check/visit. The person performing the ship check should document the following information for all machinery on the VMS Survey list developed in PHASE I.

a. Nameplate data for all components in each equipment drive train

(driver/intermediate/driven components).

b. Several photographs of the machine train showing each component and one photo showing the entire machine train if possible. Upon uploading photos to a PC, rename each folder with file names that identify the machinery.

c. Identify where each notched bronze pad will be mounted.

Document bearing number and pad orientation. Ensure cable clearance is considered. At a minimum there must be at least one pad per MID component code.

d. Inspect the prime mover controller and determine if it is multi or variable speed. If it is not a single speed, determine a repeatable test speed through discussion with a qualified ship's force operator.

Document the procedure required to place the machine into its standard test operating state (must be a repeatable state). Try to use the same names that are embossed on the motor controller front panel (e.g. high speed, automatic, 60 Hz, fuel forward, …)

e. Inspect the driven component and evaluate if its output is capable of variable load (e.g. SSDG generator KW load is variable, crane

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HPU discharge pressure is variable). Discuss all normal operating modes with a qualified operator and document the procedure required to place the machine in an operating state where the output load and speed are constant and repeatable.

f. Verify that all of the proposed test locations can be accessed by a man standing on the deck plates. If it is necessary for the person conducting the vibration measurement to leave the deck plates (e.g.

cross under/over a hand rail, crawl on top of a machine, place hand in the vicinity of high inertia rotating component), consider an alternative test location. If an alternate is not possible, then document what would be required to permanently mount an accelerometer/cable/junction box. Ensure you document cable lengths and a site to locate the junction box.

g. Get permission from the Chief Engineer to access the technical publication library. Attempt to get an electronic tech manual for each MID on the VMS Survey. If a paper copy is all that is available, make a photo copy of the following pages for each MID:

tech manual cover page concept of operation paragraph(s) sketch showing what the machine looks like to an observer on the deck plate schematic of the internal components that make up the rotating assembly

h. Identify and document the number of test locations required per

MID, the bearing number of each location and the orientation of the bronzed disk that is used to attach the triaxial accelerometer. In most cases, only one pad per component is needed. If the distance between the bearings is such that there will be significant high frequency attenuation between the test pad and the non-monitored bearing, then you should mount a second pad. A good rule of thumb is if the distance between bearings is greater than 30 inches, two pads are needed. Obviously this can vary based on the design of the motor frame and the foundation properties. It is more critical to understand the rationale for adding the 2nd pad rather than just memorizing the “30 inch rule”.

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Figure 2: 30 Inch Rule

i. Measurement locations are defined in the data collector and database by a bearing number. Be aware that the expert automated diagnostic system can have up to four locations on a gearbox and up to two locations on all other components (motors, pumps, fans, compressors, blowers, generators, turbines). For multistage compressors you can have up to two pads per stage. As shown below the bearing numbers are sequenced by counting the bearings beginning with the free end of the driver and following the flow of energy through the machine train. At a minimum there must be at least one pad per MID component code.

Figure 3: Measurement Location Numbering

j. When defining the orientation for a pad, use a 3 dimensional frame of reference (axial, radial, tangential) for the entire machine train and stick with it when considering where you will mount each pad.

This is much more necessary on vertically mounted machines than on horizontal machines where you have a natural frame of reference (axial, vertical, & horizontal). Sometimes it is

Use 2 pads if L > 30"

Use 2 pads if L > 30"

SAMM Maintenance Development Page 26 of 56 advantageous to rotate an axis by 10 degrees to avoid cable interference or to get a flat surface. This is acceptable as long as it is properly documented in the VTAG and the analyst is aware of it.

See VMS DAILY OPERATIONS MANUAL for more details on how to define pad orientation.

k. In addition to number of test locations, bearing numbers and orientation considerations, the following should also be considered when identifying where the machine pads are mounted:

SAFETY AND ACCESSIBILITY: A pad mounted adjacent to an exposed rotating element, steam leak, or any other danger is not safe practice. Use your best judgment and wonder what another expert would say if he/she were observing your work.

Verify that all of the proposed test locations can be safely accessed by a man standing on the deck plates. If it is necessary for the person conducting the vibration measurement to leave the deck plates (e.g. cross under/over a hand rail, crawl on top of a machine, place hand in the vicinity of high inertia rotating component), consider an alternative test location.