DEFECT MANAGEMENT PROCESS ON TANKER VESSELS
Definition.
Before we start talking about the defect, let us first
understand what defect is, in tanker industry defect is usually defined as:
"Any damages/breakdowns on critical equipment outside of
planned maintenance that cannot be immediately repaired on board using existing
spares and resources, i.e. require assistance/advice from office or third
party."
Everything else falls under the category of
unscheduled /corrective job or straight forward repair.
Defect management.
As far as tanker vessel maritime industry goes,
defects are managed mostly by use of integrated software management system,
i.e. Marine ERP that contains PMS.
The defect management process usually consists of four steps.
The defect management process usually consists of four steps.
The process starts when the vessel has a
breakdown of critical equipment, then in software vessel creates defects and
informs the office.
The defect, as a rule, is always proposed
by the vessel. Before opening a defect, the vessel management team will
identify, by use of Risk assessment process, the risk involved in that defect and will
implement risk-mitigating factors. Results of the Risk assessment will be used
for Risk level notation of the defect.
The Risk level is noted using the
following wording: LOW-RISK DEFECT, MEDIUM RISK DEFECT and HIGH-RISK
DEFECT each notation is obtained by using Risk assessment and getting results
by implementing risk-mitigating factors.
By Completing all of the above the vessel
sends defect proposal to the office, and that is when the next step in the
defect reporting process and management starts.
Here the Technical superintendent in charge of the vessel reviews the
defect and checks all the corresponding documentation. The documentation
consists of, but it is not limited to, Risk assessment, Root cause analysis
(identifying what caused the defect in the first place), proposal to avoid
reoccurrence, requirements for fixing the defect together with additional
documents and photos.
In step three, the vessel obtains feedback on a proposed defect (
Accepted, rejected, approved, acknowledged). In case of approval also proposed, and an approximate date for fixing the defect and getting equipment back online is
given. If the due date for the defect is too far away and normal working condition cannot be obtained soon, temporary management of change should be
implemented until the defect is closed, i.e. equipment condition restored to
normal.
In step four, the final step, the vessel is
closing defect providing objective evidence together with comments and
providing date completed. Defect becomes closed, and that means that all is
done. When closing the defect, the extensive reason must be given, e.g., repairs
and service reports, photos etc.
Important
The above process requires ship and office staff to communicate through all
available channels, to ensure all are aware of the defect and of the measures
to resolve the same (including near miss reporting, accident reports and
typical day to day communications as appropriate).
Disclaimer:
“ Out of Box Maritime Thinker” © 2018 and Aleksandar
Pudar assumes no responsibility or liability for any errors or omissions in the
content of this paper. The information contained in this paper is provided on
an “as is” basis with no guarantees of completeness, accuracy, usefulness or
timeliness or of the results obtained from the use of this information. The
ideas and strategies should never be used without first assessing your own
company situation or system, or without consulting a consultancy professional. The
content of this paper is intended to be used and must be
used for informational purposes only.
