Tanker · Chemical · LPG · LNG
SIRE 2.0 preparation for tanker and gas carrier managers
SIRE 2.0 moved vetting from a fixed checklist to a risk-based, person-level examination. The ships that pass cleanly are not the ones with the thickest manuals — they are the ones that can produce the right record, for the right person, on the right date, while the inspector is standing there.
Human factors, evidenced per person
The hardest SIRE 2.0 questions ask what this officer, on this watch, can actually demonstrate. Training, familiarisation, assessment and hours of rest are held against the individual and pulled into the pack for the date the inspector chooses.
Hardware questions answered from the PMS
IG plant, cargo and ballast pumps, ESD, gas detection, PV valves, reliquefaction and the emergency systems: job history, defects, spares and photographic completion evidence, filtered to the equipment sampled.
Process questions traced to a record
Every procedure the inspector cites resolves to the record that proves it was followed — permit, checklist, toolbox talk, close-out — with author and timestamp, not a folder of scans.
Predictive PMS closes the repeat findings
Observations repeat when the underlying condition is never fixed. Condition scoring and remaining-life estimates put a number on the underlying condition, so a superintendent can decide whether to act on it now or record why not — and the decision is on file when the question is asked again.
Where the pressure sits by segment
| Segment | Evidence the inspector reaches for first |
|---|---|
| Crude and product tankers | IG and crude oil washing evidence, tank cleaning records, cargo system integrity, oil record book consistency with the PMS. |
| Chemical tankers | Cargo compatibility and segregation records, coating and pump certification, protective equipment and enclosed space regime. |
| LPG and LNG carriers | Reliquefaction and compressor history, ESD and gas detection test records, cargo engineer competence and familiarisation trail. |
| Managed fleets and DoC holders | Fleet-wide readiness scoring so the office sees which ship is exposed before the terminal does. |
Full Ahead Maritime is an independent product and is not affiliated with, endorsed by or certified by OCIMF or RightShip. Always work to the current OCIMF question set and your own vetting policy.
Built by someone who has stood through these inspections
Built by a ship expert with over 35 years' hands-on experience both at sea and shore managerial positions as legacy to the maritime industry. The pack contents, the sampling logic and the human-factor evidence trail are shaped by what inspectors in the tanker and gas trade actually ask for — not by a generic compliance template.
How is SIRE 2.0 different for tankers and LPG carriers?
The risk-based question set is drawn per inspection from the vessel's type, trade and history, and it splits into hardware, process and human factors. For gas carriers the human-factor questions bite hardest: cargo handling, reliquefaction, ESD testing and enclosed space entry are all judged on whether the individual crew member can demonstrate competence, not just whether a procedure exists.
What does an inspector expect to see for a human-factor question?
Evidence that the specific rating or officer on watch was trained, assessed, familiarised and rested. That means training records, familiarisation sign-off, drill attendance and hours of rest for that person on that date — retrievable in front of the inspector, not promised by email afterwards.
Can Full Ahead Maritime show maintenance evidence during the inspection?
Yes. Filter by the equipment the inspector picks — inert gas plant, cargo pumps, ESD, gas detection, PV valves, reliquefaction — and the job history, defect record, spares consumed and completion evidence appear as one pack, offline, at the terminal.
Does it help with RightShip as well?
The same evidence base is what you assemble for RightShip and for Port State Control preparation. Inspection outcomes and observations are recorded against the vessel so repeat findings are visible before the next inspection window rather than after it.
Who built this?
Full Ahead Maritime is built by a ship expert with over 35 years' hands-on experience both at sea and in shore managerial positions, as legacy to the maritime industry — including years in the tanker and gas segment where these inspections are won or lost.
Does it work at a terminal with no connectivity?
Yes. The pack is assembled on board in the browser from cached records and syncs when the link returns, which matters at a jetty where the inspection happens exactly where the signal does not reach.