Marine safety service
Ship Repair & Maintenance
Voyage repairs, afloat repairs and riding teams coordinated at the vessel’s port, from single-trade jobs to multi-discipline packages with class survey support.
Overview
Ship repair and maintenance afloat
Ship repair and maintenance covers the work needed to keep a vessel in class, compliant and commercially available between dry dockings. Much of it happens afloat: voyage repairs carried out during cargo operations, afloat repairs at anchorage or lay-by berths, and riding teams that sail with the ship to complete a work list between ports. For owners and superintendents, the challenge is rarely the individual repair; it is finding competent people at the right port, within a tight window, with the right documentation for class and charterers.
This page is the umbrella service for multi-trade and general repair work. vslSafety coordinates repair contractors, riding teams and specialist service engineers into a single work package around the vessel’s call. Where the work is specific, we point to the dedicated service, for example engine and machinery overhaul and riding squads for main and auxiliary engine work, or welding and steel work for structural repairs.
Regulatory requirements and standards
SOLAS regulation I/11 requires that the condition of the ship and its equipment is maintained to conform with the regulations, and that accidents or defects affecting safety are reported to the Administration or recognised organisation. For a classed vessel this means repairs to hull, machinery and systems within the scope of class are normally agreed with class in advance and inspected by a surveyor on completion.
The ISM Code requires the company to maintain the ship in accordance with its safety management system, and section 10.3 requires procedures to identify equipment and technical systems whose sudden failure may result in hazardous situations, with specific measures to promote their reliability. Structural repairs are typically assessed against IACS Recommendation 47, the Shipbuilding and Repair Quality Standard. Hot work, enclosed space entry and work at height must be controlled through the ship’s permit-to-work system; IMO adopted revised Recommendations for entering enclosed spaces aboard ships by resolution MSC.581(110) in June 2025, superseding resolution A.1050(27). Local port rules, terminal requirements and environmental restrictions often decide what can be done alongside.
Planning milestones
| Item | Requirement | Timing | Reference |
|---|---|---|---|
| Defect affecting safety | Report to flag or recognised organisation | At the earliest opportunity | SOLAS I/11 |
| Class items | Repair scope agreed and surveyor booked | Before work starts | Class rules |
| Critical equipment | Reliability measures and testing of stand-by systems | Continuous, per SMS | ISM Code 10.3 |
| Hot work and enclosed spaces | Permits, gas testing, rescue arrangements | Every job and shift | Company SMS; MSC.581(110) |
| Port permissions | Immobilisation, hot work or diving permits as required | Before arrival | Port authority rules |
What the service includes
- Review of the defect list, class recommendations and PSC deficiencies to build a work package
- Mechanical repairs to pumps, valves, compressors, purifiers, heat exchangers and deck machinery
- Steel, pipe and fabrication work with qualified welders and hot-work control
- Electrical and automation fault finding and repair
- Riding teams sailing with the vessel for extended work lists, including accommodation and visa coordination with the owner
- Hydraulic system repairs for cranes, hatch covers, steering gear and winches
- Coating touch-up, cleaning and preparation for class or vetting inspections
- Coordination of specialist trades, spares, rental equipment and transport
- Daily progress reporting and a completion report with photographs for the superintendent
Types of repair commonly coordinated
Voyage repairs typically include leaking valves and pipelines, pump overhauls, crane and hatch cover hydraulic faults, sea water cooler cleaning, deck fitting repairs, accommodation defects and pre-vetting close-outs. Riding teams are commonly used for ballast tank steel renewals on long passages, main engine unit overhauls, cargo hold maintenance and large coating programmes. Specialist trades such as hydraulic services, underwater work and electrical repairs can be added to the same package where resources at the port allow.
Common defects and PSC deficiencies
- Oil leaks and insulation damage around hot surfaces in engine rooms, a recurring fire risk
- Emergency fire pump, emergency generator or quick-closing valves not operating correctly
- Corroded air pipes, ventilators and closing appliances affecting weathertight integrity
- Temporary repairs left in place without class acceptance or a documented plan
- Defective oily water separator or sewage treatment components
- Planned maintenance overdue on critical equipment identified under ISM Code section 10.3
Certificates and documents you receive
For each job the contractor should provide a service or repair report, list of parts and materials used with certificates where applicable, test and trial results, photographs, and any permits issued. Welder, NDT and material certificates accompany structural work. Where class attended, the surveyor issues their own record and may clear the related recommendation. vslSafety collates these into a completion package so the superintendent can close items in the planned maintenance system.
How to prepare the vessel
Send a prioritised work list with photographs, drawings and maker details as early as possible, ideally before the previous port. Confirm what the port and terminal will allow: immobilisation of main engine, hot work, over-side work and diving often need separate permissions. Allocate a responsible officer, prepare permits and isolations, and make sure spares and consumables ordered through spare parts supply reach the vessel before the team. For riding teams, confirm accommodation, visas, joining port and sign-off arrangements with the ship manager.
Information needed for a quotation
- Vessel name, IMO number, flag, class and ship type
- Port, berth or anchorage, ETA, ETD and hours available for work
- Itemised work list with descriptions, photographs and maker details
- Class recommendations, PSC deficiencies or vetting observations to be closed
- Spares and materials on board or to be supplied
- For riding teams, the voyage route, duration and number of berths available
- Any port, terminal or charterer restrictions on hot work or immobilisation
vslSafety coordinates suitable repair providers at the vessel’s port, confirms which items can realistically be completed in the window, and quotes the package before mobilisation.
Frequently asked questions
What is the difference between voyage repairs and afloat repairs?
Voyage repairs are carried out during the ship’s normal trading, typically alongside during cargo operations or by a riding team at sea, without taking the vessel out of service. Afloat repairs usually mean the vessel is taken out of service at a lay-by berth or anchorage for a planned period. The choice affects port permissions, insurance, charter party off-hire and which jobs can be done safely.
When is a riding team better than shore repairs?
Riding teams suit large work lists that do not require the ship to stop, such as tank steel renewals, coating work or engine maintenance during long passages. They avoid off-hire and port costs but need berths, safe working procedures at sea, flag acceptance of additional persons and careful planning of joining and leaving ports. Shore repairs are better when heavy lifting, dry conditions or large machine tools are needed.
Do all repairs need a class surveyor?
No. Routine maintenance and like-for-like replacement generally do not. Repairs to hull structure, main and auxiliary machinery, steering, essential systems and anything subject to a class recommendation normally do. If in doubt, ask class before the job starts. Surveyor attendance can be requested through the class society’s local office once the scope is known.
How quickly can a repair team attend?
In major ports a team can often attend within a day or two of the request, provided the scope and access are clear. In remote ports or for specialist trades, mobilisation takes longer and may involve travelling technicians. The earlier the work list and photographs are shared, the better the chance of matching the right team to the port call.
Who is responsible for safety during repairs on board?
The master retains overall responsibility for the ship, and work must be controlled through the vessel’s safety management system, including permits, risk assessments and toolbox talks. The contractor is responsible for its own personnel, methods and equipment. Clear agreement on isolations, gas testing, fire watch and communication before work starts is essential.
