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Condition-Based Maintenance (CBM) Technical management meets risk management In the present economic situation within the maritime industry, we are forced to re-evaluate the way ships are managed. This includes the way machinery is maintained and leads to a development of new strategies in this field. The existing strategies can be summarized as follows: 1. Reactionary – The operator reacts to an event, such as a failure, by only then carrying out maintenance, which is not necessarily compliant with Class/SOLAS. 2. Compliant – The maintenance strategy is in compliance with Rules and Regu- lations, i. e. on a 5-year opening-up cycle, or the conventional Continuous Machi- nery Survey. 3. Managed – The operator works according to a Planned Maintenance System. 4. Innovative – The operator adopts a more scientific approach to maintenance; cer- tain items may be condition-monitored. 5. Leading – A Condition-Based Mainte- nance strategy includes the entire machinery outfit (and more). Nowadays, the majority of vessels are operating on Continuous Survey or Planned Maintenance Systems, to ensure compliance with Classification Society rules and to minimize defects and repairs. The present economic and strategic needs require full reliability and commercial availability of the vessels, and at the same time a most cost-effective machinery management. It is essential to have a cost control system in place and – where possible – to extend Class survey intervals and thereby reduce the need for overhauling operational equipment. The Classification Societies are presently developing new Class guidelines and Class notations for this purpose. Industry experience has shown that successful implementation of Condition Monitoring prevents major failures of (critical) equipment, increases maintenance intervals, and on the bottom line saves money. In short: All targets are achieved. One could now say that additional training of the crews and sending the required measurement devices on board should do the job. Condition Monitoring is the tool for saving money! Let’s start now, and collect the savings by the end of the year! But the targets can only be achieved by carefully analysing the criticality of each piece of equipment, and by enhancing the existing Planned and Preventive Maintenance guidelines with appropriate Condition Monitoring, based on risk management. Defining the standards for Condition-Based Maintenance is a complex and long-lasting process. It requires the definition of the information required for measuring, and the continuous collection of this data. However, it is not easy to analyse the data on board a moving object in varying climates, and with constantly changing staff collecting this data. For proper vibration measurements, for example, the interactions with the surrounding fixtures must be carefully analysed and filtered in order to be able to analyse the specific equipment on a longterm basis. Effective Condition Monitoring is not a one-time solution, but rather a continuous process cycle of ➜ defining requirements, ➜ collecting data, ➜ analysing data, ➜ implementing corrective measures and maintenance means, and THE BRIDGE I No. 16 ➜ continuously improving the system, based on reviews of comapliance and performance. All involved personnel must be trained, and it is recommended to get external specialists to analyse the data. This way, a bene- fit of information from sister vessels can be gained. The main target for a successful implementation must be to minimize the additional workload from data collection, and to allow the crews to focus on those pieces of equipment which require their attention. Overhauling well-working equipment only because it has reached its defined running hours should be avoided. On the other hand, Condition Monitoring may also identify damages well before breakdown and allows for failure avoidance during critical operations. Implementing Condition Monitoring is worth considering and has many advantages. The implementation should be carefully planned, as it requires making a number of changes and using valuable resources. Therefore this article aims only to mark the first step in such a process. Before closing this article, I would like to highlight that proper watch-keeping, awareness and good seamanship on board remain the best Condition-Based Maintenance, which should be lived on board all vessels and never be underestimated. Peter Frömming
Hamburg to become bonded seaport Termination of Hamburg’s free-port status as from January 1 st 2013 On December 31 st 2012, the Hamburg Senate “Law of the Termination of the Free-Trade Zone” will come into effect. In the interest of port development and the autonomy of urban planning, the free-port status will be lifted after almost exactly 125 years. Subsequently, the EU directives for Bonded Seaports will apply for Hamburg’s entire port area. What does this mean for port-related companies? Hamburg’s free-port area is a free-trade zone, and will continue to be one up until January 1st 2013. Free-trade zones are enclosed by border fences with customs checkpoints. This kind of custom-free area serves to facilitate storing, processing and refining of imported merchandise: Since the goods are not considered to be within the EU customs area for the duration of their storage, no tolls need to be paid for them. So far, companies have been able to store seaborne goods duty-free within the freetrade zone, without time limitation, and declaration-free. Yet with the termination of the free-trade zone, companies in contact with community goods – these are goods which were won and/or produced within the area of the EU customs union, e.g. a bicycle built entirely in Germany – will no longer need to account for or register the community status of these goods, which is a European free-port necessity. This will mean facilitated processing and clearance. The discontinuation of customs inspections of empty and through traffic will also be advantageous, since the checkpoints will be removed and the former borders crossed without restrictions. With Hamburg’s conversion to a bonded seaport, duty-free storage will still be available for all goods, yet only for a maximum duration of 45 days. Before this period ends, companies have to decide whether they want or need to hold merchandise from third-party countries available for longer. If an extension of storage time is deemed necessary, or in the case of further processing of the goods, specific legal procedures such as customs warehousing or active processing traffic need to be applied for at the Main Customs Office. Concerning customs laws and regulations of this kind, the companies will need to assume much more responsibility in the future. In free-port storage, it has so far been possible to treat and process goods in ways typical for customs warehouses, like labelling or packaging them. In a bonded seaport, these activities exceed the permissible conservation treatment. If goods are to be modified in appearance, in preparation for sale by retail, their status has to be changed via a customs procedure with economic significance (e.g. customs warehousing) before they can be commercially cleared. In order for a company to fulfil these new requirements, they will have to adapt some of their operational procedures. Hamburg’s Bureau for Economy, Traffic and Innovation (“Behörde für Wirtschaft, Verkehr und Innovation”, BWVI) has introduced two promotional programmes to aid companies in this new situation. THE BRIDGE I No. 16 The programme “Modernisation of Customs Declarations” (“Modernisierung Zolldeklarierung”) offers financial support for companies in need, for example, of technical resources to help adapt their accounting and customs declarations to the new regulations (IT solutions), or maybe of constructional investments for customs safety reasons. The programme “Qualification Bonus – Customs Sector 2013” („Weiterbildungsbonus Zoll-Landschaft 2013“) financially supports personnel qualification, to help the companies adapt to all aspects of the new customs environment as from 2013. What does this mean for ships – and their crews – entering Hamburg? RHL Flottbek und RHL Barmbek passing under the “Köhlbrandbrücke”, in the current free-port area Until the end of 2012, ships entering the free-trade zone from sea do not have to report or prepare a declaration. Also, lists of the ship’s, crew’s and any passengers’ supplies, provisions and personal effects only need to be held available on board. As from January 1st 2013, however, generally all commercial ships must report to the Port Authorities and send those same lists in advance, via the relevant forms. Bettina Pane Sources: http://www.aeb.de/multi-media/de/docs/fachartikel/ aw-prax-05-12-seezollhafen-hamburg.pdf, http://www.hamburg. de/aufhebung-freihafen/
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