MAINTENANCE THEORY

MAINTENANCE THEORY AND PRACTICE IN MARINE ENVIRONMENT- INTRODUCTION

 By Aleksandar Pudar

Technical Superintendent and Planned Maintenance Supervisor Reederei Nord BV

Co-founder of "Out of Box Maritime Thinker Blog" and Founder of Narenta Gestio Consilium Group

A vessel is a general term for any watercraft, a ship, a boat, or anything that could float. The maintenance work refers to all activities related to caring for the vessel. Maintenance is a critical aspect of marine engineering and is essential to ensure that vessels, structures, and equipment operate efficiently and safely. Maintenance can be defined as keeping equipment and systems in good condition to prevent breakdowns, reduce downtime, and ensure the longevity of the equipment.

Maintenance is essential in the marine environment due to the harsh conditions that marine equipment is exposed. On ship saltwater, wind, waves and other environmental factors can cause corrosion, erosion, and wear and tear, which can affect the performance and reliability of equipment.

Maintenance engineering in a marine environment, i.e. on board an ocean-going vessel, may be   explained as a :

Ship maintenance is an integral part of vessel operations. The main components of vessels that need to be maintained are the engine, and electrical system, among others, using maintenance programs. Maintenance programs are set up to keep the vessel in proper operating condition while not getting in the way of routine operations.

Marine engineers sailing on board an ocean-going vessel and operating vessel/machinery/equipment are responsible for ensuring adequate maintenance meets maker and statutory requirements. Also, he or she is responsible for ensuring that ongoing technical problems (near-misses, accidents/incidents) are investigated and appropriate corrective and improvement actions are taken and used interchangeably with reliability engineering.

Marine engineering is highly related to mechanical engineering, a broad field encompassing all aspects of the equipment (machinery and technology) on board ships, boats, and other ocean and sea vessels. Marine engineers can focus on developing, maintaining, supervising and renewing technologies such as stroke engines, oil purifiers, compressed air equipment, boilers, inert gas generators, pumps or electronics – radars, satellite transmitters and receivers, transponders, circuitry and many others.

1.2.1         RESPONSIBILITIES

 

1.2.1.1   Main responsibilities ( Shore & Vessel)

Technical Superintendent, i.e. The Fleet Manager

The fleet managers will oversee everything: they ensure everyone has the necessary tools and equipment and that schedules and deadlines are met.

They also step in if an emergency happens or some mistake occurs.

The fleet managers for ship maintenance need to be on top of everything while still being able to delegate tasks when necessary. The fleet manager is usually a job given to people with years of experience in the field because they know every aspect of maintaining the ship.

They need to be aware that their decisions can affect business or even result in injuries, so fleet managers for ship maintenance are expected to act professionally at all times.

 

Any ocean-going vessel needs to have at least the following marine engineering positions (most of the time, an internationally recognised certification is required), which can only increase in number with the size and type of the ship but not decrease, according to the Safe Manning Certificate.

 

Chief Engineer – is usually responsible for all activity of the Marine Engineering Department, operation, maintenance and replacement of technical equipment, ensuring the conformity of the fleet vessels with the inner safety management system. The Chief Engineer must be experienced and have all the necessary practical skills to propel the ship and reach the port in the best condition. He takes all decisions regarding machinery and technology issues.

The Second Engineer is in charge of the machinery spaces and has the second highest responsibility after the Chief Engineer. The second marine Engineer executes all maintenance activities and is responsible for troubleshooting, safety and efficiency of all technology operations on a ship, the main propulsion machinery, and other auxiliary technologies. His team consists of all the staff in the machine and engine rooms.

Third Engineer – plays a vital role in the operation and management teams and as a shipboard safety officer. In addition, he or she is in charge of the well functioning of all boilers (including boiler water and cooling water testing), generators and some auxiliary technologies. The third Engineer is the next in charge after the second Engineer and is the latter's main assistant in technology maintenance works.

Fourth Engineer – is the junior Engineer, subordinated to the third marine Engineer. He is responsible for supervising the engine room activity, all MARPOL-related technologies and auxiliary machinery and is the only one in charge of the sludge and bilge management.

a) Maintenance

·         Maintenance of Maine Engine, Fuel, Cooling and Propulsion system.

o   Main Engine Maintenance: The main engine is the primary source of propulsion for the vessel. Ensuring that the main engine is maintained correctly, including regular inspections, cleaning, and oil changes, is crucial. Any worn or damaged parts should be replaced promptly to avoid breakdowns and ensure optimal performance. The main engine should also be tested regularly to ensure it operates efficiently.

o   Propulsion System Maintenance: The propulsion system comprises various components, including the propeller, shaft, bearings, and seals. Maintaining the propulsion system, including regular inspections, cleaning, and lubrication, is essential. Any worn or damaged parts should be replaced promptly to avoid breakdowns and ensure optimal performance. The propeller should also be cleaned regularly to prevent fouling and ensure maximum efficiency.

o   Fuel System Maintenance: The fuel system is an integral part of the main engine and should be adequately maintained to ensure safe and efficient operation. This includes regular inspections of fuel tanks, filters, and lines and cleaning and replacing worn or damaged components. The fuel should also be tested regularly to meet the required specifications.

o   Cooling System Maintenance: The cooling system is used to regulate the temperature of the main engine and should be adequately maintained to prevent overheating and other issues. This includes regular inspections of the cooling system components, including the heat exchangers, water pumps, and hoses, and cleaning and replacing worn or damaged parts. The cooling system should also be flushed regularly to prevent debris and other contaminants buildup.

·         Maintenance of Auxiliary Engines/Generators, Boilers, Compressors, and Cargo systems is crucial for ensuring the smooth operation of a vessel and the safety of its crew and cargo. Here are some critical points to keep in mind regarding the maintenance of these systems:

o   Auxiliary Engines/Generators Maintenance: Auxiliary engines/generators provide power to various systems on board the vessel. Therefore, it is important to maintain these systems, including regular inspections, cleaning, and oil changes, adequately maintained. Any worn or damaged parts should be replaced promptly to avoid breakdowns and ensure optimal performance.

o   Boilers Maintenance: Boilers generate steam for various purposes on board the vessel, including heating, power generation, and cargo heating. It is important to ensure that boilers are correctly maintained, including regular inspections, cleaning, and testing of safety devices. Boiler water treatment is also essential to prevent corrosion and scale buildup, which can compromise the safety and efficiency of the boiler.

o   Compressors Maintenance: Compressors provide compressed air to various systems on board the vessel, including pneumatic control systems, cargo systems, and engine starting systems. Ensuring that compressors are adequately maintained, including regular inspections, cleaning, and oil changes, is important. Any worn or damaged parts should be replaced promptly to avoid breakdowns and ensure optimal performance.

o   Cargo Systems Maintenance: Cargo systems load, unload, and transport cargo on the vessel. It is important to ensure that these systems are properly maintained, including regular inspections, cleaning, and testing of safety devices. Any worn or damaged parts should be replaced promptly to avoid cargo spills or other safety incidents.

·         Maintenance of Vessel Hull, Ballast Tank, Cargo Tanks, Cargo Holds, Accommodation E.R. spaces, and Storage areas.

o   Maintenance of the vessel hull, ballast tank, cargo tanks, cargo holds, accommodation E.R. spaces, and storage areas is crucial for ensuring the safety and integrity of the vessel, crew, and cargo. Here are some important points to keep in mind regarding the maintenance of these areas:

o   Vessel Hull Maintenance: The hull is the outermost part of the vessel that provides the main structural support. Ensuring the hull is maintained in good condition is important, as any damage or corrosion can compromise the vessel's safety. Therefore, regular inspection and maintenance of the hull are essential, including cleaning, painting, and repairs as necessary.

o   Ballast Tank Maintenance: Ballast tanks provide stability to the vessel by adjusting the weight distribution. Ensuring these tanks are properly maintained, including regular cleaning and inspection for any signs of corrosion or damage, is essential.

o   Cargo Tank Maintenance: Cargo tanks transport various types of cargo, including liquid, gas, or solid materials. It is important to ensure that these tanks are adequately maintained to prevent leaks or spills that could result in environmental damage. Therefore, regular cleaning, inspection, repair, and replacement of damaged or corroded areas are essential.

o   Cargo Hold Maintenance: Cargo holds are used to store cargo during transport. Ensuring these areas are properly maintained, including regular cleaning and inspection for any signs of damage or corrosion, is important.

o   Accommodation E.R. Space Maintenance: Accommodation E.R. (engine room) spaces house the vessel's crew and machinery. Ensuring these areas are properly maintained, including regular cleaning and inspection for any signs of damage or corrosion, is important.

o   Storage Area Maintenance: Storage areas store various items on board the vessel, including spare parts, equipment, and supplies. Ensuring these areas are properly maintained, including regular cleaning and inspection for any signs of damage or corrosion, is important.

b.) Machinery/Equipment Inspection and Lubrication

Machinery and equipment inspection and lubrication are critical aspects of vessel maintenance. Proper inspection and lubrication of machinery and equipment can help to ensure their proper functioning, prevent breakdowns, and extend their lifespan.

 

·         Inspection: Regular inspection of machinery and equipment is essential to identify any issues or potential problems before they become major. Inspections should be performed according to a schedule considering the type of machinery or equipment, its usage, and any applicable regulations or guidelines. Inspections should cover all critical components of the machinery or equipment, including moving parts, seals, bearings, and other components.

 

·         Lubrication: Proper lubrication is essential to machinery and equipment's proper functioning and longevity. Lubrication helps to reduce friction and wear on moving parts, prevent rust and corrosion, and maintain appropriate operating temperatures. Lubrication schedules should be established based on the type of machinery or equipment, its usage, and the manufacturer's recommendations. Proper lubricants should be used for each component of the machinery or equipment, and lubrication procedures should be followed carefully.

 

c.) Utilities Generation and Distribution ( Power, Water, Steam, I.G.)

Utilities generation and distribution are critical to vessels' safe and efficient operation. The principal utilities generated and distributed onboard a vessel include power, water, steam, and inert gas. Here are some key points to consider when it comes to utilities generation and distribution:

·         A vessel's power generation and distribution systems provide electrical power to all the various systems and equipment. The power generation system typically consists of diesel generators or gas turbines that produce electrical power, distributed to all the different systems and equipment through an electrical distribution network.

·         Water generation and distribution systems provide potable drinking, cooking, and washing water. Water can be generated through various methods, including reverse osmosis, evaporators, or distillation units. The water distribution system is typically a network of pipes and pumps that distribute the water throughout the vessel.

·         Steam generation and distribution systems provide steam for various purposes, including heating, cooking, and power turbines. Steam is typically generated through boilers. The steam distribution system consists of a network of pipes and valves that distribute the steam to the various systems and equipment that require it.

·         Inert gas generation and distribution systems provide inert gas, such as nitrogen or carbon dioxide, to various systems onboard the vessel. Inert gas is used for various purposes, including fire prevention, cargo tank protection, and cleaning.

d.) New equipment/machinery installation and modification of existing

The installation of new equipment/machinery and the modification of existing equipment on board a vessel requires careful planning and execution to ensure the safety and operational efficiency of the vessel.

The following steps should be taken when installing new equipment/machinery on board a vessel:

·         Conduct a feasibility study to determine the suitability of the equipment/machinery for the vessel and the intended use.

·         Prepare a detailed project plan that includes timelines, budget, resources required, and potential risks and mitigation measures.

·         Obtain all necessary approvals and permits from relevant authorities, including classification societies and flag states.

·         Prepare the vessel for installation, including clearing the work area, removing old equipment if necessary, and modifying the vessel's structure.

·         Install the new equipment/machinery according to the manufacturer's instructions and any applicable regulations and standards.

·         Test the equipment/machinery to ensure it functions properly and meets all safety and performance requirements.

·         Obtain final approval from relevant authorities before putting the equipment/machinery into service.

·         When modifying existing equipment on board a vessel, the following additional steps should be taken:

·         Conduct a risk assessment to identify potential hazards associated with the modification and develop appropriate mitigation measures.

·         Ensure the modification does not adversely affect the vessel's stability, structural integrity, or performance.

·         Obtain all necessary approvals and permits from relevant authorities, including classification societies and flag states.

·         Ensure that the modification is carried out by qualified personnel using appropriate tools and equipment.

·         Test the modified equipment to ensure it functions properly and meets all safety and performance requirements.

·         Update the vessel's documentation, including drawings, manuals, and maintenance records, to reflect the modification.

·         Obtain final approval from relevant authorities before putting the modified equipment into service.

1.2.1.2 Secondary Responsibilities

a.) Spare parts and Stores management on board vessels is crucial to ensure smooth operation and prevent unexpected downtime. The following are some critical considerations for practical spare parts and stores management:

• Inventory management: Accurate and up-to-date inventory management is essential for practical spare parts and store management. It involves identifying all the parts required for operation, determining optimal inventory levels, and tracking them to ensure timely replenishment.
• Categorisation and storage: Parts and stores should be categorised by type, size, and usage to ensure easy identification and retrieval. Proper storage conditions should be maintained to prevent damage and deterioration of parts.
• Procurement and vendor management: A reliable and efficient procurement process should be in place to ensure timely and cost-effective sourcing of spare parts. Establishing good relationships with vendors and monitoring their performance is crucial to ensure timely delivery and quality.
• Documentation and record-keeping: All spare parts and store transactions should be documented appropriately. This includes tracking inventory levels, procurement orders, and maintenance and repair records.
• Planning and forecasting: A robust planning process is essential to ensure that spare parts and stores are available when needed. This involves forecasting future demand, identifying critical factors, prioritising availability, and establishing contingency plans for unexpected situations.
• Training and communication: All crew members managing spare parts and stores should be adequately trained on the inventory management system and processes. Clear communication channels should be established to ensure effective coordination between crew members, departments, and vendors.

b.) Machinery/Equipment protection is critical on board a vessel to ensure that the machinery and equipment operate efficiently and are not damaged during operation. Here are some ways to protect machinery and equipment on board a vessel:

·         Lubrication: Proper lubrication is essential to reduce wear and tear in machinery and equipment. Lubricants prevent friction between moving parts and help reduce the heat generated by them. Ensure that the correct type and grade of lubricant are used and applied at the recommended intervals.

·         Monitoring: Machinery and equipment must be monitored to operate within design limits. Regular inspections, testing, and monitoring can help detect issues before they become severe.

·         Cooling: Overheating is a significant problem in machinery and equipment. Ensure that proper cooling systems are installed and that they are operated correctly. Cooling systems can include air-cooled or water-cooled systems.

·         Vibration isolation: Vibrations can cause damage to machinery and equipment. Isolating machinery from the vessel's structure can help reduce the vibration and minimise damage.

·         Corrosion protection: Corrosion is a significant problem in marine environments due to the presence of Saltwater. Regular inspections and maintenance can help detect and prevent corrosion. In addition, the use of anti-corrosion coatings and cathodic protection systems can help prevent corrosion.

·         Filters and strainers are used to remove contaminants from fluids used in machinery and equipment. Ensure filters and strainers are installed, cleaned, or replaced at the recommended intervals.

·         Electrical protection: Electrical systems must be adequately protected to prevent damage from electrical surges or short circuits. Proper grounding, fuses, and circuit breakers can help protect electrical systems.

·         Operational procedures: Proper operating procedures can help prevent damage to machinery and equipment. Ensure that crew members are trained on the correct procedures and follow them strictly.

c.) Waste disposal is an important aspect of vessel maintenance. However, improper waste disposal can have serious environmental and health consequences, so it is crucial to follow proper procedures for waste management.

Several types of waste are typically generated during maintenance activities on board a vessel, including hazardous, oily, and general waste.

·         Hazardous waste includes chemicals, batteries, and other materials that can harm humans and the environment if not disposed of properly.

·         Oily waste includes bilge water, sludge, and other materials that have been contaminated with oil.

·         General waste includes food waste, packaging, and other non-hazardous materials.

To manage waste on board a vessel, it is important to have a clear waste management plan in place.

One key aspect of waste management is proper storage.

·         Hazardous waste should be stored in designated containers that are clearly labelled and kept separate from other waste.

·         Oily waste should be stored in separate tanks and disposed of following international regulations, such as MARPOL.

·         General waste should be stored in designated bins or containers and disposed of following local regulations.

Another important aspect of waste management is proper disposal.

·         Hazardous waste should be disposed of following local regulations, which may require special permits or disposal facilities.

·         Oily waste should be disposed of following MARPOL regulations, which may require specialised equipment or facilities.

·         General waste should be disposed of following local regulations, including recycling or incineration.

Training personnel on board the vessel in proper waste management procedures is also important. This can include training on identifying and handling different types of waste and using specialised equipment for disposal.

d.) Machinery after a catastrophic failure

In the event of a catastrophic machinery failure, the first step is to ensure the crew's and the vessel's safety. Then, following documented and readily available emergency procedures, the crew should be trained to respond quickly and efficiently in such situations.

Once the crew's and the vessel's safety is secured, the damaged machinery should be evaluated by a qualified marine engineer to determine the extent of the damage and the best course of action to repair or replace it.

Repairing the vessel's machinery may be possible, especially if spare parts and tools are available. However, in more severe cases, the machinery may need to be replaced or repaired in a shipyard or repair facility on shore.

During this process, it is important to document all actions taken, including the initial evaluation of the damage, the repair or replacement plan, the steps taken to carry out the plan, and the outcome. This documentation can help to identify any patterns of failure and to develop preventative maintenance plans for the future.

In addition, any damaged or failed parts should be properly disposed of according to environmental regulations and industry best practices. This may involve storing the parts for disposal onshore or adequately treating and disposing of them on board the vessel. Proper waste management procedures should be followed to prevent any environmental damage.

 

e) Administration (insurance, record keeping etc.)

Adminstration covers all types of record keeping and management; it includes claims, defect management, repairs, pressure-vessel inspection, liaison with underwriters' representatives, and handling insurance and Class Society recommendations.

These functions are usually included within ERP – PMS function since it is here that most of the information will originate.

1.2.2 ONBOARD MAINTENANCE SET-UP – ORGANISATION

It is vital to establish clear divisions of authority with minimal overlap and keep vertical lines of authority and responsibility as short as possible to minimise confusion and conflict. Maintaining an optimum number of people reporting to one individual is also crucial, and good marine organisations limit the number of people reporting to a single supervisor.

In marine engineering, local factors play an essential role in the organisation and how it can be expected to function. The type of operation, continuity of operations, geographical situation, size of the plant, scope of the maintenance department, and workforce level of training and reliability are all essential factors that affect the organisation of the maintenance department. It is important to consider these factors to develop a sound maintenance department that can be modified as needs change.

1.2.2.1 Reporting and Record-keeping of Maintenance

Maintenance reporting usually entails documenting the maintenance work done, including the type of maintenance performed, the date and time of the maintenance activity, the equipment or system serviced, and any relevant notes or comments. Reports may also include information on the maintenance personnel who performed the work, such as their names, qualifications, and experience.

Maintenance record-keeping involves systematically collecting and storing maintenance-related data, such as maintenance schedules, work orders, inspection reports, equipment histories, and maintenance logs. This data can track maintenance activities, identify recurring issues or trends, and make informed decisions about future maintenance requirements.

In marine engineering, regulatory agencies often require maintenance reporting and record-keeping to demonstrate compliance with safety and environmental regulations. This can include requirements for detailed maintenance records, such as maintenance logs, inspection reports, and repair records.

To ensure effective reporting and record-keeping of maintenance activities, it is important to establish clear guidelines and procedures for documenting and tracking maintenance work. This may include using specialised software tools for monitoring and reporting maintenance activities and regular training and oversight to ensure maintenance personnel understand and comply with established reporting and record-keeping procedures.

1.2.3  MANPOWER/MANHOUR REQUIREMENTS

The number of crew required to ensure adequate maintenance and operation of the vessel is prescribed in the vessel manning certificate. Still, proper coverage to execute appropriate maintenance depends upon many factors. Therefore, each vessel must be treated as a separate problem with a consideration of all her unique aspects.

Maintenance must be set up to suit existing technical, geographical, and personnel situations on board each vessel. Some general rules cover specific conditions that govern how the maintenance will be structured following the engine department personnel set-up. It is essential that this structure does not contain within itself the seeds of bureaucratic restriction nor permit empire-building within the vessel ecosystem.

a.)    The ratio of manhours required to keep machinery/equipment maintained and operational and its relation to available manhours onboard.

The ratio of manhours required to keep machinery/equipment maintained and operational is a crucial consideration for vessel operations. This ratio is typically expressed as planned maintenance manhours to operating hours. It estimates the time and personnel required to keep the machinery and equipment in good condition.

The availability of manhours onboard is another essential factor that affects vessel operations. The crew size and the work schedule limit the personnel available to perform maintenance tasks. The work schedule is typically structured around the vessel's operational needs, with crew members working in shifts to ensure 24-hour coverage.

The ratio of planned maintenance manhours to operating hours must be balanced against the available manhours onboard. If the ratio is too high, completing all necessary maintenance tasks within the available time and with the available personnel may be more manageable. This can result in deferred maintenance or reduced maintenance quality, leading to breakdowns, safety incidents, and increased repair costs.

To address this issue, vessel operators must carefully balance planned maintenance requirements and available manhours. This may involve prioritising maintenance tasks based on safety and operational considerations, optimising maintenance schedules to minimise downtime and disruption to operations and investing in automation and other technologies that can reduce the manual labour required for maintenance tasks.

1.2.4 EMPLOYMENT AND TRAINING

The employment and training of marine engineers are essential for the proper operation and maintenance of vessels. Onboard marine engineers are responsible for designing, operating, maintaining, and repairing the vessel's propulsion systems, auxiliary machinery, and other mechanical and electrical systems. They are critical in ensuring the vessel's operation's safety, reliability, and efficiency.

Employment of Marine Engineers:

Various organisations, including shipping companies, shipyards, government agencies, research institutions, and consulting firms, can employ marine engineers.

Training of Marine Engineers:

To become a marine engineer, one must typically complete a degree in marine engineering or a related field, such as mechanical or electrical engineering. Some marine engineers may also have experience as seafarers before pursuing a career in marine engineering.

In addition to formal education, marine engineers must undergo specialised training to gain the specific skills and knowledge required for their job. This may include training in the operation and maintenance of specific types of machinery, such as diesel engines or electrical systems, as well as training in safety procedures, environmental regulations, and other industry-specific topics.

Training may occur in various settings, including classroom instruction, on-the-job training, and simulator training. In addition, industry organisations offer many training programs, such as classification societies, trade associations, professional societies, and private training providers.

The training follows two lines of external and internal requirements, prescribed by ILO/MLC/STCW requirements and industry standards, and internal is required by company IMS/SMS. In addition to external and internal organisational requirements, we have onboard training that is usually in line with specific vessel needs.

Continuing education is also important for marine engineers, as technology and regulations constantly evolve. Marine engineers must stay up-to-date with the latest developments in their field, including new technologies, safety regulations, and environmental standards.

References and Bibliography:

Adam, Abdalia Fadhil, "General maintenance of marine vessels and related equipment" (1992). World Maritime University Dissertations. 1026. https://commons.wmu.se/all_dissertations/1026   Definition and nature of marine engineering (no date) 

Marine Technology News. N/A. Available at: https://www.marinetechnologynews.com/articles/marinetechnology/definition-and-nature-of-marine-engineering-100057 (Accessed: March 20, 2023). 

Gonsalves, A. (2022) Marine Vessel Maintenance: How to ensure your vessel is ready for the seas, EHS Your Way, 3x Faster. Capptions. Available at: https://www.capptions.com/en/blog/marine-vessel-maintenance-how-to-ensure-your-vessel-is-ready-for-the-seas (Accessed: March 20, 2023).

Industrial Engineers : Occupational Outlook Handbook (2023) U.S. Bureau of Labor Statistics. U.S. Bureau of Labor Statistics. Available at: https://www.bls.gov/ooh/architecture-and-engineering/industrial-engineers.htm (Accessed: March 20, 2023).

Mobley, R.K. (2014) "MAINTENANCE ENGINEERING HANDBOOK / 1.4 ORGANISATION AND MANAGEMENT OF THE MAINTENANCE FUNCTION/FIGURE 1.1 Primary Elements of Performance - page 30." New York: McGraw Hill.

 

Disclaimer:

 

Out of Box Maritime Thinker © by Narenta Gestio Consilium Group 2022 and Aleksandar Pudar assumes no responsibility or liability for any errors or omissions in the content of this paper. The information 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 using this information. The ideas and strategies should never be used without first assessing your company's situation or system or consulting a consultancy professional. The content of this paper is intended to be used and must be used for informational purposes only.

MAINTENANCE RELIABILITY

Maintenance Reliability in Maritime Industry

Maritime Industry is very competitive, and sustainability (ESG) requires owners and vessel operators to capitalise on every possible advantage. As a result, owners and vessel operators often pursue lean management to gain a competitive advantage.

Similarly, owners and vessel operators drive initiatives to attain excellence in maintenance and reliability.

Unfortunately, owners and vessel operators do not address the significant synergies of lean and maintenance excellence that power the combination of lean management and lean maintenance.

The concepts presented here are proven through more than 20 years of experience in the maritime industry and the creation and execution of maintenance systems on more than 20 vessels from delivery to handover to new owners.

The most common tanker vessel asset performance metrics include financial and technical management metrics. These metrics are used to evaluate the performance and profitability of tanker vessels. The most common metrics are:

·         Time Charter Equivalent (TCE) - measures the revenue the tanker vessel earns per day of operation after deducting all voyage-related expenses.

·         Vessel Utilisation - measures how much time a tanker vessel is used for transporting cargo.

·         Operational Efficiency - measures how well a tanker vessel is performing in terms of operational costs and fuel consumption.

·         Planned maintenance - measures how well the tanker vessel is maintained according to its planned maintenance schedule.

·         Class Inspection Performance - measures how well the tanker vessel performs during mandatory inspections by a classification society.

·         Overall Equipment Effectiveness (OEE) - measures how effectively the tanker vessel's equipment is utilised.

·         These metrics are used by shipowners, operators, and charterers to assess the performance of tanker vessels and to make informed decisions about investments, maintenance, and chartering.

The best approach for owners and vessel operators is implementing lean principles while improving maintenance and reliability. This involves stabilising purchasing processes through proper maintenance of equipment and, in consequence, improving reliability while challenging organisational work processes. Furthermore, by applying lean tools to maintenance, we can enhance the synergies achieved by integrating lean principles.

 

 

Every owner and operator wants their vessels to operate reliably, efficiently, and safely. Profitability maximises when vessels operate as they should, with minimal downtime and optimal performance. No organisation wants its vessels to break down, provide poor-quality service, or operate inefficiently. Unfortunately, physical assets like vessels cannot operate flawlessly forever. Breakdowns, maintenance-related corrective actions, and other equipment-related problems are common. Maintenance is often blamed for all problems plaguing most companies, but all functional groups (departments) share the reasons for these problems.

 

The organisation and management of the maintenance function for owners and vessel operators contain several vital steps:

 

Establishing Maintenance Policies and Procedures:

Maintenance policies and procedures should be established to ensure consistency in maintenance activities across the fleet. These policies should outline the goals and objectives of the maintenance function, the types of maintenance activities that will be performed, and the responsibilities of different personnel.

Developing a Maintenance Management System:

A maintenance management system should help manage maintenance activities, including scheduling, work orders, and inventory management. The system should include both preventive maintenance and corrective maintenance activities.

Building a Maintenance Team:

A maintenance team should be established with qualified personnel experienced in maintenance activities. The team should include shore-based and onboard personnel and be responsible for implementing the maintenance policies and procedures.

Establishing Key Performance Indicators (KPIs):

KPIs should be established to measure the effectiveness of the maintenance function; these should include metrics such as maintenance costs, vessel availability, and downtime.

Developing a Training Program:

Establishing a training program is essential to ensure that they are trained and familiar with maintenance policies and procedures and using PMS. In addition, training should keep the crew updated with policy, procedure, and technology changes.

Implementing Continuous Improvement Processes:

Continuous improvement processes should be implemented to identify areas for improvement in the maintenance function; this includes analysing maintenance data, identifying trends, and implementing corrective actions to improve maintenance performance.

Plate 1.1 Primary Elements of Performance.

To address these challenges, owners and vessel operators must focus on implementing lean principles and improving maintenance and reliability; this involves developing a maintenance management system that prioritises preventive maintenance, implementing key performance indicators to measure maintenance effectiveness, and building a highly trained maintenance team. Additionally, continuous improvement processes must be implemented to identify areas for improvement in the maintenance function. By taking a comprehensive approach to maintenance and reliability, owners and vessel operators can ensure safe and efficient operations, maximise profitability, and meet the needs of their customers.

 

REDUCTION OF MANAGEMENT COST PER VESSEL, I.E., REDUCTION OF MAINTENANCE COST OF VARIOUS EQUIPMENT ON BOARD

Vessel operating costs are a critical factor affecting the profitability of a vessel operator/owner. These costs include various expenses related to the operation and maintenance of the vessel, such as labour, fuel, repairs, and maintenance. Improved asset reliability can significantly impact vessel operating costs in two ways - by reducing maintenance and repair costs and increasing vessel uptime.

Efficient utilisation of resources, such as fuel, labour, and maintenance materials, can help minimise expenses and reduce the vessel's operating costs. Furthermore, by increasing vessel uptime, vessel operators/owners can also increase the availability time and reduce the vessel OPEX cost; this is because, even though the labour cost remains constant, the incremental cost for fuel and maintenance materials reduces as the vessel's availability increases.

Eliminating losses, such as those caused by equipment breakdowns or delays, can help maximise vessel availability, thereby reducing operating costs. In addition, even if the additional availability is not needed, eliminating losses can enable vessel operators/owners to reduce the vessel's operating schedule or asset base, reducing fixed costs and overall operating expenses.

REDUCED MAINTENANCE COSTS OF THE EQUIPMENT

Improved reliability of the maintenance process results in lower maintenance costs. If the vessel's machinery is not breaking down, a more significant percentage of maintenance work can be performed planned and scheduled, in service enabling the crew to be efficient. Reducing these results in

·         Less spare parts kept on board

·         Less or no overtime for corrective/unscheduled maintenance

·         No outsourcing to contractors

All of these result in maintenance expense reductions.

BETTER MAINTENANCE STABILITY

Equipment breakdowns equal to the vessel not being available to make earnings. Stable vessel availability is difficult when the equipment constantly fails; this inevitably results in problems providing the best customer service. However, when reliability is improved, vessel availability variability is reduced, and service to the customer is stable.

EXTENDED EQUIPMENT LIFE

Many vessel operators and owners spend large chunks of their maintenance budgets on replacing equipment that failed far earlier than it should have. For example, suppose routine maintenance is continually postponed due to delays in delivering spare parts or not having a natural opportunity to execute maintenance. In that case, vessel operators and owners are mortgaging the machinery's future value—taking the capital value from the future and spending it today. The result is a piece of wasted machinery that must be replaced. The financial result is excessive write-off expenses and a requirement for a constant infusion of new capital.

Vessel operators and owners prioritising reliability recognise that newer is not necessarily better and that a small amount of investment in routine care can result in expense savings due to extended equipment life.

By using this approach vessel operator or owner frees up capital for more productive purposes, such as expansion or implementing new technology.

REDUCED MAINTENANCE SPARE PARTS INVENTORY

All vessels require spare parts inventory to ensure the correct parts are available. Usually, these are divided into categories such as Critical Spare Parts, Optimum Spare Parts, Consumable Spare Parts, and essential Spare parts. Vessel operators and owners following reactive maintenance typically carry a large inventory because they cannot predict when the parts will be needed. This ties up working capital and results in high carrying costs.

Vessel operators and owners that take a proactive approach to reliability place a high value on knowing the condition of their assets. As a result, the need for parts is much more predictable. There are fewer "surprises"; more parts can be purchased on a just-in-time basis. Since the volume of inventory required is based to a large degree on usage, the fewer parts we use, the fewer we need to keep on hand.

OTHER BENEFITS

In addition to the reduced cost and increased vessel availability periods, capacity and reliability excellence provides other benefits that improve the vessel's overall performance.

Improved Sense of Employee Ownership

In most reactive organisations, employees do not feel pride in the workplace. The high frequency of equipment failures demands more attention to making repairs and managing the consequences of equipment failures than to routine preventive maintenance and housekeeping. Dirt and contamination are widespread; little attention is paid to cleanliness.

In proactive organisations, however, it is realised that primary equipment care is one of the most critical elements affecting equipment reliability. Therefore, emphasis is placed on routine cleaning, inspection for deteriorating conditions, and essential lubrication.

In most cases, this is done by the personnel operating the equipment and is a fundamental job expectation. As they take an interest in the condition of equipment, they tend to develop a sense of ownership—in the appearance of the equipment and its operating performance.

Improved Employee Safety

Several studies have indicated that machinery reliability and crew safety are closely correlated. When the operations are unstable, as in a breakdown environment, the crew are often placed in dangerous situations. As a result, they often take shortcuts to get the machinery back up and running, which increases the likelihood of an injury. In a culture that values reliability, however, these situations are minimised.

Additionally, the same behaviours resulting in improved reliability—the discipline to follow procedures, attention to detail, and the perseverance needed to find the root causes of problems— improve vessel and crew safety.

Reduced Risk of Environmental Issues

Equipment failures on many vessels, especially oil tankers, can release hazardous substances into the environment ( sea). If we improve equipment reliability, we reduce the risk of environmental accidents /incidents.

One of the key requirements is the IACS Unified Requirements Z17 for "Environmental Protection - Environmental Control Systems for Machinery". These requirements guide the design, installation, and operation of environmental control systems for machinery, including engines, boilers, and auxiliary systems, to minimise the release of pollutants into the air and water.

Additionally, IACS has developed requirements for handling, storing, and disposing of hazardous materials on board ships. For example, the IACS Unified Requirements Z9 for "Classification of Offshore Units" includes requirements for storing and handling chemicals and other hazardous materials on offshore installations.

Overall, the IACS requirements related to environmentally hazardous machinery aim to promote the sustainable operation of ships and reduce their impact on the environment.

In all cases, the same systems and procedures that protect the reliability of machinery equipment will also protect permitted equipment, significantly reducing the risk of environmental releases.

CONTINUOUS IMPROVEMENT

No vessel operator or owner can afford to accept its current level of performance, or competitive pressures will eventually drive it out of business. Therefore, an organisation must continue to improve. One key element of reliability excellence is an organisational focus on continuous improvement. A significant degree of emphasis is placed on systems that provide data on current performance, and the analysis of that data is highly valued. However, the bottom line is simply this. Maintenance can no longer be reactive; fix it when it breaks the anchor that prevents vessels from achieving their full potential. Instead, maintenance must become an active team member focusing on life cycle vessel management and optimum reliability.

SELF-DIRECTED WORK TEAMS: A COMPETITIVE ADVANTAGE

On board a vessel, because the vessel is in the middle of the ocean, the teams are self-reliant. As a result, these teams are generally empowered to design how work will be done and take corrective actions to resolve day-to-day problems by following their internal company safety management system, planned maintenance systems etc. In addition, nowadays, the onboard team members have direct access to information that allows them to plan, control, and improve their operations. In short, vessels; teams manage themselves.

For example, an engine department team would consist of a Chief Engineer, a Second Engineer, a Third/Fourth engineer, an Electrician, a Fitter,  a Motorman, an Oiler and a Wiper.

Each team member has duties and responsibilities and maintains and operates the machinery and equipment. The engine team not only does the work but also takes responsibility for managing that work.

The effective use of self-directed work teams and proper following of provided management systems has resulted in improved quality, productivity, and service

•         Greater flexibility

•         Reduced operating costs

•         Faster response to technological change

•         Fewer, more straightforward job classifications

•         Better response to workers' values

•         Increased employee commitment to the organisation

Shore management also has a vital role to play in the implementation of self-directed work teams. First, TSI-s must vigorously champion and sponsor the teams and the process. This commitment must constantly be visible and ongoing. It also should be reinforced with sufficient resources, including time. Last, management must exhibit patience and tolerance because the vessel is sometimes not in the same time zone, the crew change happens in the middle of maintenance, and delays and mistakes will occur. The self-directed work team concept is not for everyone. Some vessel operators and owners cannot lose the traditional micro-managing mentality from the office that restricts the ability to utilise existing resources properly.

Try empowering your onboard teams. I think you will like the results.

Aleksandar Pudar

Technical Superintendent and Planned Maintenance Supervisor Reederei Nord BV

Co-founder of "Out of Box Maritime Thinker Blog"

Disclaimer:

Out of Box Maritime Thinker © by Narenta Gestio Consilium Group 2022 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.