The maritime industry’s shift to SIRE 2.0 has been a game-changer, pushing ship operators and inspectors to adapt to a more technologically advanced and people-focused system. For companies like InterMaritime ShipManagement, this transformation has meant overhauling both cultural and operational practices. The digitalisation of SIRE 2.0, as explained by InterMaritime ShipManagement senior director marine, Capt. Ashley Fernandes, can be split into two main parts: the booking of inspections and the submission of certificates and photographs, and the inspection process itself. While digital workflows have boosted transparency, the manual submission of the Pre-Inspection Questionnaire (PIQ) remains a sticking point, adding to the workload for onshore teams. Fernandes hopes that OCIMF will address this by allowing API access to the portal, automating the process and easing the burden.
The digital inspection itself has brought a new level of standardisation and streamlining to inspection conditions. Digital tools now allow inspectors to access previous observations, review photographic records of vessel condition, and close out previous items with better clarity. This shift eliminates the subjective opinion of the inspector, as photographs placed by the shore team are verified onboard, and the screener can see exactly what they are accepting during vessel screening. “This eliminates the subjective opinion of the inspector,” Fernandes said, highlighting the move towards objective, data-driven assessments.
For onboard staff, mobile and tablet-based versions of inspection templates have made a significant difference. These tools allow ship staff to perform pre-inspections effectively and give shore teams a clearer picture of issues on board, enabling targeted responses in advance of formal inspections. However, the focus on human factors has shifted the emphasis to crew competence. Inspectors now need to assess not only the physical condition of the vessel but also the competence and behaviour of the crew. This brings a different kind of pressure, as crew from certain nationalities may get stressed when questioned. Fernandes noted the need for inspectors to make crew comfortable so they can answer freely, prompting OCIMF to introduce soft-skills training for inspectors.
The questionnaire itself has also evolved. Under SIRE 2.0, the CVIQ is selected from a pool of core, rotational, campaign, and conditional questions, tailored to the specific vessel and operation. This ship-specific approach means that crew can no longer rely on fixed-question preparation. Instead, they must be familiar with a wider range of topics and capable of answering with confidence and accuracy. To manage this increased complexity, InterMaritime ShipManagement has expanded its training efforts, creating guidance notes and cascading information through various channels.
The integration of digital and human-factor focus is already affecting safety and operational efficiency. Fernandes sees a positive trend: “The transformation has led to improved safety and operational efficiency by providing more accurate and comprehensive data on vessel conditions and crew performance.” With more crew now involved in inspections, awareness of safety standards has improved, and the requirement to demonstrate rather than merely describe competence has strengthened onboard training and procedural rigour.
However, challenges remain. The increased involvement of the crew has required companies to re-evaluate procedures and retrain across all ranks. “The demand for more involvement of sea staff in the inspection process has resulted in increased focus on re-training of the sea staff and re-evaluation of company procedures,” Fernandes said. While the outcome is generally positive, the process places strain on both onboard and onshore resources. Industry stakeholders have largely welcomed the direction of SIRE 2.0, especially its emphasis on safety. However, concerns persist around the sustained workload and the need for continuous training. This feedback is likely to influence future developments, with potential adjustments to streamline processes further and reduce the burden ashore and onboard.
The next phase of development could be shaped by advanced technologies. Artificial intelligence and machine learning are being considered to help with pre-inspection training, questionnaire management, and identifying unsafe conditions. “Future advancements may include the integration of more advanced technologies,” Fernandes said, citing their potential to anticipate issues and personalise crew learning paths. There is also hope that ongoing updates to inspection criteria will keep SIRE 2.0 aligned with practical realities onboard. For Fernandes and his colleagues, continued dialogue with OCIMF and fellow operators remains essential. “Continuous updates to the inspection criteria based on industry trends and feedback will ensure that SIRE 2.0 remains relevant and effective in enhancing maritime safety,” he said. This ongoing evolution will undoubtedly shape the future of maritime inspections, pushing the industry towards greater safety, efficiency, and crew competence. As the sector adapts, the conversation around SIRE 2.0 will continue to spark debate and drive innovation, ensuring that the maritime industry stays afloat in an ever-changing digital landscape.
