Charterers’ Ship Inspection, Vetting & TMSA

Ship Inspection

The tanker industry has benefitted from a uniform Ship Inspection Report Programme (SIRE) since its launch in 1993.  SIRE is a unique tanker risk assessment tool concerned with ship safety.  It has established itself as a major source of technical and operational information to prospective charterers and other programme users.

Owners’ Superintendents acknowledge the benefit of conducting “in-house” inspections prior to a SIRE, using a Company specific report format.

ID2 can provide, tablet or PDA based, customised digital documentation of the Owner’s inspection and report thus enabling a more rapid close out, and improved audit trail, for tracking of deficiencies and non-compliances identified.

Ship Vetting

Charterers use ship vetting to determine whether a vessel is deemed suitable for use.  An Owner will need to demonstrate the effective management of risk before a Vetting Agreement is given for any proposed involvement.

There is no doubt that better informed vetting decisions are leading to improvements in the quality of ships resulting in safer ships and cleaner seas.

Where an Owner can provide such vetting information using digital documentation then the needs of Charterer are more quickly and accurately satisfied thus providing an Owner with a commercial advantage for future use.

ID2 can provide customised digital documentation, to assist an Owner with the provision of such information.  This will include authenticated evidence of compliance in all areas of ISM Code compliance and qualitative extensive evidence of watch keeping behaviour.

Tanker Management Self-Assessment or TMSA

This tool provides a third level of information to the charterer and it is focussed on operational management of ships, as assessed by the operating company. ID2 enables the operator to substantiate the statements made in the TMSA document.

The 3rd edition of this document, published in 2017 by the Oil Companies International Maritime Forum (OCIMF), enables tanker operators to self-assess what they do and benchmark their progress against examples of Best Industry Practice.

ID2 systems provide the operator with authenticated evidence to support these self-assessments and demonstrate on a wide range of activities the quality of operations.

The information, which ID2 reports, is authenticated actions by the crew and it is not currently available elsewhere.

The self-assessment process requires the operator to assess his company on 13 Elements. Each Element has 4 Stages having various Key Performance Indicators (KPIs) with each KPI having examples of Best Practice Guidance. ID2’s systems demonstrate authenticated behaviour to confirm the self-assessment.

This is how ID2’s systems will support the claims the operator makes in TMSA statements.


Excerpts from TMSA 3:

Element 1: Leadership and the Safety Management System

1A.4.2   KPI: The Company is innovative in improving the content, format and delivery of the SMS.

Best Practice Guidance: Effective use of IT

ID2: IT is used to support the seafarer; put information in his hand with digital reporting at the place of work.  The system specifically meets this KPI at the highest level.

Element 12: Measurement, Analysis and Improvement

12.4.2 & 12A.4.2 KPI: Information technology is used to enhance the audit

Best Practice Guidance: Use of portable devices, e.g. tablets and digital imaging

ID2: Portable devices are the tools for the ID2 service; they are delivered to assist the seafarer to better achieve his work.

The following are some of the KPIs and the recommendations for Best Practice and are selected to illustrate the range of self-assessment KPIs that ID2’s services robustly demonstrate competence to support the company’s self-assessment:

Element 5 addresses Navigational Safety where the KPI requires comprehensive procedures to ensure safe navigation are in place and the Best Practice Guidance is that there are Supporting Checklists

Element 6 addresses Cargo, Ballast, Tank Cleaning and Bunkering Operations where the KPI is that Procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet and the Best Practice Guidance  is that Records of the tests and checks are maintained.

Element 6A addresses Mooring Operations where the KPI is that the Company actively seeks out available or innovative technology to enhance safe mooring operations

Element 7 addresses the Management of Change where the KPI is that Management of Change identifies all documentation and records that may be affected by the change and the Best Practice Guidance is to have Operational Procedures Records Checklists and Forms

Element 9 addresses Safety Management where the KPI is a documented Permit to Work system is in place and Best Practice Guidance is that the system requires company management approval for higher risk activities, such as hot work in hazardous areas

Charterers' Ship Inspection & Vetting

Do you manage the company SIRE inspections and want more information from us?

What would help you to manage these inspections?

We provide digital data of many activities on board that can be used to supplement your vetting inspections ahead of a visit from Charterers.

Get in touch

Oil Major Vetting: A big issue is “Saying what you do and doing what you say”. I see this equipment as providing evidence that the operator not only has comprehensive operating instructions (saying what they do) but that they also check compliance (doing what they say).

Tim Knowles

Author, Tanker Vetting, Witherby’s Seamanship