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The new SIRE 2.0 regime will roll out to industry in a phased approach. Until then, the current SIRE programme will continue to be updated and improved to incorporate the latest standards, best practice and regulations.

SIRE 2.0

Developed alongside industry and the OCIMF membership, the new and updated Ship Inspection Report Programme, SIRE 2.0, will future proof the tanker inspection process in line with evolving risks, technology and expertise. The digitalised inspection programme will transform how inspections are conducted and will support industry efforts to continuously enhance safety. 

Until then, the current SIRE programme will continue to be updated and improved to incorporate the latest standards, best practice and regulations. Learn more about the existing SIRE Programme here.

Watch the animation video below on SIRE 2.0

SIRE 2.0 Animation

SIRE 2.0 Training Videos

Human Factors Technical

Factsheets for Industry

Find out more about the key changes to the inspection process and reporting outcomes delivered through the digitalised, updated and enhanced SIRE 2.0 tanker inspection regime in the factsheets below. 

Resources for Programme Users

The SIRE 2.0 inspection process will differ in many ways from the existing SIRE programme. It is essential that all Programme Participants, Programme Recipients, Vessel Operators and Inspectors familiarise with the below documentation.

SIRE 2.0 Question Library and Supporting Documentation

SIRE 2.0 Guidance document table
89.5 KB

June 2023

SIRE 2.0 Conditions of Participation Policies and Procedures
395.1 KB

March 2023

SIRE 2.0 Rules for use of the Tablet Camera and Voice Recorder Version 1 0
217 KB
SIRE 2.0 Draft Inspection Report Validation Best Practice Version 1 0
270.2 KB
SIRE 2.0 Inspection Management Processes Submitting Company Version 1 0
3.7 MB
SIRE 2.0 Inspection Management Processes Vessel Operator Version 1 0
4 MB
SIRE 2.0 Inspection Management Processes Inspector Version 1 0
10 MB
SIRE 2.0 Phased Transition Guidance Version 1 0
284.6 KB
SIRE 2.0 Ergonomic Guidance for using an Inspection Tablet Version 1 0
967.8 KB
SIRE 2.0 VIQ7 Inspection Management Process Comparison – Version 1 0
70.7 KB
SIRE 2.0 Instructions for entering data into the Suggestions for Improvement portal Version 1 0
1 MB
SIRE 2.0 Inspection Report Format and Transition Report Anonymisation Process Version 1 0
766.6 KB

January 2023

SIRE 2.0 Universal Interpretations Version 1 0
244.7 KB
SIRE 2.0 Question Library Question Programming Attributes Version 2 0 (January 2023)
146 KB
SIRE 2.0 Paper Based Contingency Process Instructions for Submitting Companies and Inspectors Version 1 0[67]
2.7 MB

April 2022

SIRE 2.0 Inspection Opening Meeting Checklist Version 1.0
253 KB
SIRE 2.0 Inspection Closing Meeting Checklist Version 1.0
239.3 KB
SIRE 2.0 Negative Observation Module Explanation Version 1.0
1.4 MB
SIRE 2.0 Instructions for Uploading Photographs to the Photograph Repository Version 1.0
6.5 MB
SIRE 2.0 Instructions for Completing the Pre Inspection Questionnaire Version 1.0
1.1 MB
SIRE 2.0 Instructions for Uploading Certificates to the Certificate Repository Version 1.0
631.9 KB

January 2022

SIRE 2.0 to VIQ7 Comparative Analysis Version 1.0 (January 2022)
102.7 KB
SIRE 2.0 Question Library Part 2 Chapters 8 to 12 Version 1.0 (January 2022)
3 MB
SIRE 2.0 Question Library Part 1 Chapters 1 to 7 Version 1.0 (January 2022)
3.7 MB
SIRE 2.0 Programme Introduction and Guidance Version 1.0 (January 2022)
203.3 KB


The SIRE 2.0 inspection regime that will be launched in 2022 is for tankers only (SIRE category 1). However, there is an ongoing project to align all OCIMF inspection programmes to the extent possible. This means several elements of SIRE 2.0 will be implemented for barges and offshore vessels in the future. The target date for integration of BIRE and OVID into SIRE 2.0 will be finalised in 2023.
OCIMF has undertaken several initiatives to ensure that vessel operators and vessel’s crew are familiar with SIRE 2.0:
• Continued to engage with industry associations such as INTERTANKO to gain insight into the needs of vessel operators and vessel’s crew.
• Developed and published technical and human factors related training material aimed at vessel operators and vessel’s crew [provide link to material].
• Developed and published detailed SIRE 2.0 guidance documents and factsheets on the [SIRE 2.0 (ocimf.org)] webpage.
• Adopted a phased transition to SIRE 2.0 which will give all SIRE 2.0 participants the opportunity to participate in a non-commercial SIRE 2.0 inspection. (It is recommended that vessel operators undertake one transition inspection for each 10 vessels under management and use the experience to prepare the fleet for commercial inspections)
The current average number of inspections per vessel is about 2.4 per year. One of the objectives of SIRE 2.0 is to reduce this number even further by strengthening confidence in the reports submitted into the database. With an increase in confidence in the reports submitted, the need for repeat inspections on the same vessel within a relatively short period should reduce.
The inspection frequency is a decision for each Submitting Company when considering a vessel for charter.
OCIMF has developed a new Application Programme Interface (API) for SIRE 2.0 integration. This was published on 31 January 2021 to those companies that integrate with the existing API to download inspection reports and vessel particulars documents. Many IT Teams have proven technical connectivity is possible.

These companies should now continue by engaging with their in-house marine assurance experts to assess and ascertain how to integrate the SIRE 2.0 provided data in a way that works for them. OCIMF meets regularly with these companies and provides support both from within the project team as well as via their 3rd Party supplier.
OCIMF has ranked each SIRE 2.0 question using risk assessment models (also known as ‘bowties’) developed in collaboration with the OCIMF membership. The ranking process determines how a question will be managed and allocated within the inspection programme. Questions which are identified as being Core, i.e., related to significant risks onboard a vessel as defined by OCIMF members, will be assigned to all inspections where the question is relevant to the vessel being inspected, whilst questions identified as being Rotational, i.e., not related to a significant risk as defined by OCIMF members will be allocated on an occasional basis.

Whilst OCIMF has used a bowtie risk assessment model to determine whether questions are Core or Rotational, the end user of a report must make their own determination of relative risk posed to their organisation by each question based on their own evaluation of a question and its supporting guidance.
OCIMF published a [SIRE 2.0 to VIQ7comparative analysis]. It is important to note that there is not always a direct correlation between VIQ7 and SIRE 2.0 questions. In many cases, top-level questions in VIQ7 and SIRE 2.0 may have similarities, but the construction of SIRE 2.0 questions and the supporting guidance often means that there is no simple direct linkage.
SIRE 2.0 will reduce the overall number of questions assigned to an inspection with the expectation that an inspector will take the appropriate time to examine and report more accurately on the hardware, process and human related aspects linked to the top-level question.

Core questions will be fixed and regularly applied every time a vessel is inspected and therefore predictable to programme participants. Rotational questions will be allocated over several inspections in a manner which is unpredictable to programme participants.

New hardware, process, and human (task based) response tools have been developed for SIRE 2.0. These will enable the inspector to codify negative observations and identify the subject and nature of concern which will permit data mining to detect weaknesses in company and ship level management practices.
The SIRE 2.0 transition will commence in Q4 2022 and continue until June 2023. During this period the existing SIRE-VIQ7 inspection programme, including the remote inspection process, will remain as the commercial inspection programme used for vessel evaluation by Programme Recipients.
OCIMF, through the integration of human factors into SIRE 2.0, will help ensure that all users of the programmes consider human factors to reach safety and environmental goals. People are part of the systems that protect ships. There are conditions that can set a person up to succeed or fail. These conditions are known as Performance Influencing Factors (PIFs). They influence reliable execution of critical tasks. SIRE 2.0 will help users of the programme understand and tackle PIFs by:

• Identifying objective conditions that go beyond the individual.
• Giving vessel operators and crew systematic opportunities to improve.

Inspectors will be trained under SIRE 2.0 to:
• Understand Human Factors and why they are important.
• Recognise PIFs and tag them to SIRE 2.0 inspection observations, as defined by OCIMF.
• Build engagement skills that encourage open, helpful responses from crews.
• Have opportunities to practice using realistic examples that allow an inspector to get a feeling for how to apply in real life.

For more information on human factors in SIRE 2.0, see OCIMF - Oil Companies International Marine Forum - SIRE 2.0 Human Factors Update.
Inspectors must not endanger their own safety, or that of others, by conducting any inspection related activities without adequate rest hours. OCIMF will audit and enforce compliance with its policies and procedures that are applicable to all SIRE 2.0 programme participants, including the inspectors.
The SIRE 2.0 inspection process is an inspection and not an audit. It has been designed to evaluate how a vessel is managed by considering the material condition of the vessel and its hardware and how the vessel crew conduct their day-to-day duties in accordance with company procedures.

The inspection process will consist of:
• Inspecting the vessel structure, machinery, and equipment.
• Interviewing officers and crew to verify they can conduct their duties safely in accordance with company procedure.
• Reviewing company procedures, where necessary, to verify their existence and that officers and crew were familiar with their content.
The rotational questions assigned to each inspection will vary but the overall composition of each Compiled Vessel Inspection Questionnaire (CVIQ) will remain consistent across all SIRE 2.0 inspections.
Inspector training on SIRE 2.0 will prepare inspectors to conduct each inspection in accordance with the CVIQ generated for a particular inspection.
The Quality Assessors are responsible for the day-to-day assessment and verification of the quality of all facets of the OCIMF programmes, including Programmes Participants and third-party contractors. They play a vital role in the development, implementation, and continuous improvement of OCIMF policies and procedures under SIRE/BIRE and OVID – monitoring and reporting on the effectiveness of the rules governing the programmes.

Quality Assessors are recruited based on their extensive seafaring experience. They provide a diverse and balanced mix of SIRE, BIRE and OVID inspectors, vetting experts, human factors and other relevant skills. They have also been given bespoke training by OCIMF to fully equip them for the role.
OCIMF has set up an engagement forum for all companies who have integrated their IT systems with the SIRE web services to provide support and share information, experience, and expertise on SIRE 2.0 IT integration. A dedicated mailbox has been set up to enable effective routing and timely resolution of queries.

OCIMF has issued guidance materials to Programme Recipients. OCIMF is holding one-to-one engagement with individual companies to provide guidance and support tailored to their individual IT ecosystem.
No specialist software is required by a vessel operator to participate in SIRE 2.0.
The current eligibility criteria for applicant inspectors are available on the OCIMF website. OCIMF does not conduct physical or psychological assessments of the applicants. It is the responsibility of the sponsoring company to carry out such assessments in line with their in-house processes and standards.
OCIMF currently does not intend to provide any form of statistics for the purposes of benchmarking or ranking of negative observations. Such ranking or analysis is for individual companies to do as part of their in-house vetting processes.
The sharing of any SIRE 2.0 test data with Third Party Vetting Contractors (TPVC) is the responsibility of the Programme Recipient employing the services of such a contractor. Such sharing of data must be in compliance with existing OCIMF programmes Terms and Conditions and End User Licensing Agreement (EULA) signed by the Programme Recipient and/or TPVC. There is currently no plan to grant Application Programming Interface (API) access to Third Party Vetting Contractors under SIRE 2.0.
The financial cost of a SIRE 2.0 inspection is a contractual matter between the Submitting Company – the company commissioning the inspection - and the operator. OCIMF cannot get involved in such financial issues for anti-trust/competition reasons.
The SIRE 2.0 Programme and all software interfaces have been developed to minimise the workload on company and vessel staff. The information and inspection material processes have been updated as far as possible based on feedback from operators during the trial inspection programme and will not be changed in the short term. OCIMF continues to review all aspects of the SIRE 2.0 processes to identify opportunities for future improvement.
The four key focus areas of SIRE 2.0 are Accuracy, Capability, Reliability, and Adaptability.
Some of the measures that will support these key areas are:
• The SIRE 2.0 Question Library – All questions and their supporting guidance have been rewritten to provide well defined expectations around how they should be prepared for by the vessel crew and answered by the inspector.
• SIRE 2.0 Policies and Procedures have been drafted to ensure that all aspects of the inspection process are well described and defined.
• Quality Assessors have been engaged to monitor and audit all aspects of the inspection process so that weaknesses and non-conformities can be identified and addressed.
• Inspectors have received comprehensive technical and non-technical skills training in preparation for the SIRE 2.0 Programme rollout.
• An inspector Continuous Professional Development Programme has been developed to provide ongoing training, support, and evaluation for each inspector.
• The inspection tablet provides significant data to permit the monitoring of how an inspection is conducted by the assigned inspector. Analysis of inspection data will permit undesirable behaviours to be identified and corrected.
• The inspection booking process has been updated to permit enhanced analysis of inspection activity globally. The OCIMF Quality Assurance team will be able to identify and follow up on poor inspection management practices by vessel operators, submitting companies and inspectors.
The SIRE 2.0 Question Library contains a full set of questions to evaluate the effective management of each tanker type. OCIMF has developed an inspection compiler which uses an algorithm to create a bespoke Compiled Vessel Inspection Questionnaire (CVIQ) for each vessel inspection.
There is no connection between the SIRE 2.0 Programme and Q88.
OCIMF has developed an algorithm for generating a Compiled Vessel Inspection Questionnaire (CVIQ) which changes the rotational questions assigned to a vessel for each inspection in a non-predictable manner.
The questions assigned to a vessel for each inspection are registered in the OCIMF database and the inspection compiler checks against this when creating a new inspection.
However, it is impossible to discount that the same rotational question will not be assigned to consecutive inspections on the same vessel. A vessel’s crew should be ready and able to address any question that is applicable to a vessel.
The SIRE 2.0 Programme being released in 2022 does not include barges.
Report recipients will be responsible for ensuring that personnel assigned to review inspection reports on their behalf have sufficient skill and knowledge to evaluate the content.
The Inspector does not normally need access to the vessel’s Wi-Fi network or a vessel computer, but may need to if a contingency paper-based inspection is required.
An inspector will be required to verify that a vessel operator has completed:
• Onboard superintendent inspections declared through the PIQ by reviewing inspection reports generated in accordance with TMSA3 12.1.2
• Onboard comprehensive specialist audits declared through the PIQ by reviewing audit reports generated in accordance with TMSA3 4.4.5, 5.2.2, 5.3.3, 5.4.1, 6.4.2, and 6A.4.3
SIRE 2.0 has standardised the operator response categories. Currently, there is no plan to offer a standard root cause analysis tool, except for human-based negative observations, although this may be a consideration for future improvement.
The SIRE 2.0 Programme does not make any comprehensive specialised operator audits mandatory. Questions that evaluate comprehensive specialised operator audits are conditional on the information provided by a vessel operator through the Pre-Inspection Questionnaire (PIQ). If a vessel operator takes the opportunity to demonstrate best practice by reporting that a comprehensive specialised audit has been carried out within the timeframe covered by the PIQ, then a verification question may be assigned to the CVIQ.
Before declaring that a comprehensive specialised audit has been conducted, vessel operators are advised to consider the guidance provided by TMSA3 and the specific questions in the SIRE 2.0 question library.
Each SIRE 2.0 Inspection report will remain active on the SIRE database for 12 months. The report recipients will determine whether a report available on the database is acceptable for their marine assurance purposes.
A SIRE 2.0 inspection provides the vessel operator and crews greater opportunity to demonstrate their best practices and increase the confidence of the report recipient on how well the vessel is managed on an ongoing basis. The analysis of one or more SIRE 2.0 reports on a vessel could therefore influence the decision of the report recipient on the inspection interval/frequency applicable to the vessel in line with their in-house vetting criteria.
Where a vessel has reported defective equipment through a defect reporting system in accordance with TMSA3 4.1.2, the defective equipment will not necessarily result in a negative observation.
Where defective equipment is observed during an inspection which had not been entered in the defect reporting system, this will result in a negative observation if the equipment is required to be carried or fitted to comply with any rule or regulation applicable to the vessel.
The issue of a Condition of Class or a Short Term Certificate by a Classification Society or Flag Administration, as a result of defective equipment, will result in a negative observation.
If a specific SIRE 2.0 question is based around a piece or pieces of equipment that are defective, then a negative observation will be raised irrespective of whether a defect report had been entered into the defect reporting system.
Report recipients will be responsible for ensuring that personnel assigned to review SIRE 2.0 inspection reports on their behalf have sufficient skills and knowledge to evaluate the content.
OCIMF will provide guidance, tools and/or familiarisation materials in English to facilitate consistent and uniform understanding/interpretation of SIRE 2.0 report/data.
The acceptability of an inspection report and how the interpretation of its content is applied in the vetting decision making process rest with each report recipient based on their own internal screening criteria.
Each SIRE 2.0 Inspection remains active on the SIRE database for 12 months. Report recipients determine whether reports available on the database are acceptable for their business purposes.
OCIMF does not get involved in vetting decisions of third-party companies and cannot specify to a submitting company or report recipient what frequency an inspection should be carried out on any vessel.
One of the key objectives of SIRE 2.0 is to align SIRE and TMSA to the extent possible to close any gaps between how work, policies or procedures are imagined in the office versus how they are carried out onboard the ship. TMSA mainly considers shore-based management, whereas SIRE 2.0 mainly considers ship-based management.
The OCIMF bowtie risk assessment process was used to risk rank and categorise all SIRE 2.0 Questions into either core or rotational. Each inspection will be compiled to include all core questions and a selection of rotational questions applicable to a vessel to be inspected.

OCIMF does not perform any datamining or analysis of inspection data to identify concerns within any individual company fleet. The inspection compiler algorithm does not consider past inspection performance of an individual vessel or a fleet of vessels when generating a Compiled Vessel Inspection Questionnaire (CVIQ). It considers information provided by the vessel operator through the Harmonised Vessel Particulars Questionnaire (HVPQ) and Pre-Inspection Questionnaire (PIQ) when selecting the pool of questions that will be used by an inspector for any given inspection.

OCIMF will undertake analysis of anonymised inspection data for its internal use only to evaluate the effectiveness of the SIRE 2.0 inspection programme and identify inspection trends and emerging concerns, which could inform the development of industry best practices and SIRE 2.0 Campaign questions.

One of the benefits of SIRE 2.0 is the data provided through purchased SIRE 2.0 reports will enable report recipients to undertake considerable analysis of an operator’s managed fleet, if they wish to do so.
The existing VIQ7 question set will not be used during a SIRE 2.0 inspection. To assist in understanding how and where elements of VIQ7 can be found in the SIRE 2.0 Question Library, a document called SIRE 2.0 – VIQ7 Comparative Analysis, released in January 2022 as part of the SIRE 2.0 initial release package, contains further detail.

The Mopria Print Service has been installed as the standard printer service. Any Vessel Operator wishing to receive a printed version of the observation declaration will need to provide a Mopria certified printer with the Wi-Fi Direct functionality enabled.

In the event that the Mopria certified printer is part of a network, to allow the tablet to identify the printer the Operator must disconnect the printer from the network temporarily and enable the Wi-Fi Direct functionality. Doing this will allow the tablet to see the Wi-Fi Direct stand-alone printer automatically.

Vessel operators may visit Mopria website for list of certified printers: https://mopria.org/certified-products.
Mopria Print Service is now a standard, factory-installed app on many mobile device models.
Go to the Mopria Certified Printers page to see the latest list of certified devices: https://mopria.org/certified-products
Printers may be greyed out if they were used previously, but then disconnected or the printer is offline/powered off.
While a print job is being sent to the printer, pull down the notification bar at the top of your Android device screen to view either a message or a progress bar. Tap on the bar to Cancel or Restart a print job. After the print job completes, the information is no longer available.
From the printer control panel: Tap the “Cancel” button.
From the Print dialog box: Tap the “Cancel” button.
From your mobile device screen: Pull down a notification bar from the top of the screen or tap on the print progress screen, then tap the “Cancel” button.
To connect via Wi-Fi Direct, you may need to enable Wi-Fi Direct mode in your printer. Please refer to the printer manufacturer’s support page for details.
The isafe tablet battery has been verified as having sufficient capacity to complete a ten hour inspection with a margin in reserve. The manufacturer indicates that the battery performance is expected to be largely retained for four to five years of expected use.
Each tablet will be provided with a carrying case and strap so that an inspector can keep their hands free and the tablet secure while moving around the vessel.
OCIMF will not be supplying a touch screen pen with the tablet. There are many suitable touch screen pens available at a reasonable cost.
OCIMF will not supply a bluetooth keyboard and mouse with the tablet. Bluetooth keyboards and mice have been trialled with the tablet and if an inspector wishes to connect their own devices this is easily done.
• In the short term the inspector can complete a booked inspection using the full paper-based contingency process providing the submitting company commissioning the inspection approves.
• The process for repairing or replacement a damaged or lost tablet is detailed in the Inspector Tablet Purchase Agreement.
The inspection editor will autosave the inspector's responses periodically to permit the reinstatement of an inspection at a point just before the software or hardware freezes. Extensive testing has been and will continue to be, undertaken to ensure that the inspection editor software is fully compatible with the selected tablet.
An initial decision has been made by OCIMF to split the cost of a tablet 50/50 between OCIMF and an inspector. The full cost of tablet and how the cost will be recovered from the inspectors is still being worked on. A final decision on the percentage split and what cost will be charged to the inspectors will be communicated to the inspectors with sufficient notice.
An Ex-Rated Ruggedized Tablet has been selected, which is accredited to operate with the following protection type IP68 dust-/waterproof | MIL-STD-810H | usable from -20 °C to +60 °C
No. The battery cannot be changed by the user. The tablet will be returned for service if battery life deteriorates.
OCIMF has engaged with a globally recognized MDM specialist provide. An Enterprise-class product has been selected by one of the world-leading platform providers, Microsoft InTune together with a robust patch management strategy which will be governed by the OCIMF secretariat.
The inspection tablet will need to be connected to the internet using Wi-Fi before an inspection to allow inspection data to be transferred from the OCIMF server to the tablet, and then again once the inspection has been validated and is ready for submission to OCIMF. There is no intention to provide the inspection tablets with a SIM card for mobile internet connection. The inspection editor software will not need to be connected to the internet during the physical inspection.
The only hardware that a vessel should have available for the use of an inspector is a standalone wireless (Bluetooth or Wi-Fi) printer. This is not mandatory, but it will make misunderstanding of the final inspection outcome much less likely.

The SIRE 2.0 inspection process does not require an inspector to create an inspection and enter a booking code. The inspection is generated by OCIMF and transferred to the nominated inspector’s tablet inspection editor software automatically. All vessel operator supplied information is automatically transferred to the tablet when an inspection is transferred to a nominated inspector’s tablet inspection editor.
For the vessel operator, the first SIRE 2.0 inspection will take much longer since the PIQ, standard photoset and certificates will have to be uploaded to the OCIMF website. Subsequent requests should be simpler and quicker since the vessel operator will only need to update and refresh information on the OCIMF site. Information can be updated and refreshed at the vessel operator’s convenience and does not need to wait until an inspection is being requested.

For the submitting company, extra time will be required to ensure that an inspector that meets the built-in validation rules is selected for the inspection.
The CVIQ will be generated as soon as a vessel operator declares that the photoset, certificates and PIQ have been completed. It is expected that vessel operators and Submitting Companies will plan and book inspections whilst considering the needs of the SIRE 2.0 inspection programme. It is also expected that they will coordinate to ensure that the vessel operator declaration is made not less than 48 hours prior to the planned inspection.
Negative observations raised against Core questions will be carried forward to the next inspection for the inspector's information when considering the same question. The observations will be displayed in the Operator Supplied Content tab. The information will not be carried forward to the inspection report and the inspector is not required to make any comment relating to the previous negative observation unless the situation that gave rise to the negative observation was still present and unresolved.
Inspections will still be scheduled by individual Submitting Company. There is currently no plan to change this process under SIRE 2.0.
An inspection will be assigned to an individual inspector based on a set of compliance rules.
The HVPQ6 has been released and will be live by the time SIRE 2.0 starts the phased transition

A Pre-inspection questionnaire (PIQ) has been developed as part of the SIRE 2.0 programme to provide additional information relating to a vessel’s recent operational history as well as to provide clarification around static vessel attributes not currently available through HVPQ.

Standard photosets, certificates and the PIQ are separate data inputs and do not form part of the HVPQ.
An inspection will be assigned to an individual inspector by a submitting company based on a set of compliance rules.
The reassignment of an inspection is the responsibility of the submitting company. When reassigning an inspection, the submitting company is responsible for making sure that the newly assigned inspector has sufficient time to complete the pre-board work (an allowance of four hours free time) before going onboard for the physical inspection.
The full SIRE 2.0 Question Library has been published and is available to view or download above. All questions assigned to a CVIQ will be relevant and pertinent to a vessel being inspected. Vessel staff should be prepared for all questions contained within the SIRE 2.0 Question Library which is applicable to their vessel type.
Yes, it is mandatory for the vessel operator to upload photographs before the inspection. The operator-supplied photographs provide the report recipient with a clear understanding of the physical and cosmetic condition of a vessel.
Although an inspection can be requested and conducted without all standard photographs being provided by a vessel operator, the report recipient will have to decide whether the reasons for not providing the photos are acceptable and whether the absence of photos is significant to their vetting decision.
The SIRE 2.0 inspection process necessitates that the vessel operator and submitting company consider the preparatory work required by the inspector when requesting or accepting an inspection.

Vessel operators will be able to upload certificates and photographs and complete the Pre-Inspection Questionnaire (PIQ) for their operated vessels through their SIRE 2.0 accounts several weeks before the SIRE 2.0 Programme goes live. The standard set of photographs should be updated if those on the SIRE 2.0 database are no longer representative of the vessel’s condition. It is recommended that photographs are updated at approximately six-month intervals.

It is recommended that a vessel operator has all pre-inspection work completed before they request an inspection so the inspection booking process is not delayed while the necessary information is provided. The certificate repository and Pre-Inspection questionnaire must be updated before each inspection.
No. A vessel crew is expected to be prepared to address any SIRE 2.0 question that is relevant to their vessel and to demonstrate how well they manage the vessel on a day-to-day basis.
The negative observations from core questions, if any, will be made available to the inspector conducting the subsequent inspection. This will be shared only with the inspector through the inspection editor. The inspector will not necessarily be required to verify and report on whether the operator corrective actions had been closed out. They will be expected to be aware of what had been reported during the previous inspection when evaluating the same core questions. If evidence of the same negative observation was still evident then it is probable that a negative observation will be recorded.
The conditional SIRE 2.0 Questions that may be included in a CVIQ are part of the SIRE 2.0 Question Library. The conditionality that results in a question being included in the pool of applicable questions for any given vessel is provided in the SIRE 2.0 Question Library: Question Programming Attributes document, available on our website.

Conditional questions will be generated based on the operator’s responses to various HVPQ and PIQ questions. Where inaccurate declarations are made which result in a conditional question being included in the CVIQ, this may result in a negative observation to the conditional question.
The inspector will receive an assigned inspection in their tablet as soon as the vessel operator has completed the operator declaration that all pre-inspection information has been provided and the submitting company has accepted the booking and assigned an appropriate inspector.
OCIMF expects vessel operators to upload all required information at least two days before a scheduled inspection so that the assigned inspector will have time to review the material provided before boarding the vessel to be inspected.
OCIMF expects each submitting company to develop its own internal processes for accepting inspection requests considering the time required for an inspector to familiarise themselves with the CVIQ and vessel before boarding.
The trial inspection programme has determined that the initial upload of certificates and photographs and completion of the Pre-Inspection Questionnaire (PIQ) takes several hours for each ship. Once the initial upload has been completed, maintenance of information required for an inspection will require less effort on each occasion since the data is maintained within the SIRE 2.0 account for each vessel.

Each SIRE 2.0 inspection will be compiled to take approximately 8 hours of onboard inspection time.
An inspector will be expected to undertake pre-boarding tasks as part of the SIRE 2.0 inspection process. It is anticipated that the overall time to complete an inspection onboard a vessel will not be greatly different from the current programme since by the time the inspector leaves the vessel, the inspection report will be largely complete.
The inspection editor software will record the following:
• The date and times of all interactions with an active inspection both before and after a physical inspection.
• The date, time and GPS position of the start, suspension, resumption, and completion of a physical inspection.
• The date and times of all observations recorded (positive and negative) during a physical inspection.
• The step count of an inspector during a physical inspection.
The SIRE 2.0 Inspection Programme requires that all participants conduct inspection booking and scheduling to consider the needs of the overall inspection process. Although inspections can be reassigned to another inspector shortly before an inspection is scheduled to take place, this should not be undertaken without considering whether an assigned inspector will have sufficient time to complete the necessary pre-work before boarding the vessel for the physical inspection.

The OCIMF inspection booking system will record vessel operator and submitting company booking practices to permit analysis and identify where poor inspection management is routinely occurring.
The tablet device does not need to be online during a physical inspection. The inspection editor software will synchronise with OCIMF databases whenever the tablet device is connected to the internet and the editor is logged in. Inspection report information will not be transmitted to the OCIMF database until the inspector validates and submits a report.
No – comments are required when certain responses are provided – the inspection editor software gives a clear indication where this is required. Inspectors are free to add comments where they consider doing so will add value to the report. All comments supporting negative observations and human observations that exceed expectations must be completed while onboard and presented in the closing meeting. Other comments can be added after the inspector has left the vessel.
No. SIRE 2.0 will be a physical inspection. However, the remote inspection regime developed by OCIMF to mitigate the impact of COVID-19 will remain available to Submitting Companies for the duration of the pandemic.
No. OCIMF is not asking inspectors to carry out performance reviews that would normally be done by a Master. SIRE 2.0 questions tend to have a hardware element, Process element, or human element. On the SIRE 2.0 training course, inspectors will learn about human factors that help people to be successful, and the things that can get in the way of effective execution of critical tasks. Thy will also learn non-technical skills, including approaches to encourage open and constructive engagement with crews, methods for gathering and organising evidence, and managing critical conversations.
The inspector will complete the inspection report as they progress the inspection using the inspection editor software. All negative observations will need to be written up prior to the closing meeting as is the current practice with VIQ7 inspections. The inspection editor software will collate all negative observations into a PDF document called the “Observation Declaration”, which can be printed onboard using a ship’s wireless printer.

The Inspector will discuss the negative observations recorded during the inspection with the Master who will have the opportunity to provide additional evidence which may result in the inspector modifying an observation should the circumstances merit this.

A finalised Observation Declaration can then be printed and signed by both the Master and the Inspector. All changes to observations are recorded by the inspection editor software.
No, the inspector must not record interviews using an audio or video recording device. Video or audio recording of an inspection is currently not permitted during a SIRE 2.0 inspection under any circumstances. The inspection editor provides a voice memo function which is only to be used by an inspector to make personal notes as the inspection progresses.
Yes. SIRE 2.0 will be applicable under the same circumstances as the existing SIRE programme.
The inspector will be expected to verify that a vessel is managing its statutory certificates effectively and this will include a limited sampling and verification of certificates.
The need for a Wi-Fi printer for SIRE 2.0 inspection use will be communicated to the shipping community well before the roll out of the programme. If no Wi-Fi printer is available onboard, the inspector will communicate the nature of the observations to the Master.
The SIRE 2.0 inspection compiler is programmed to compile inspections that will be completed within eight hours onboard a vessel. The guidance to inspectors is that the inspection should take no more than ten hours of active inspection time onboard the vessel.
The CVIQ generated for an inspection is a fixed set of questions that includes all questions necessary to permit an inspector to accurately report on the condition and management of a vessel.
The document SIRE 2.0 Programme: Introduction and Guidance, available on our website provides an explanation of how an inspector will report on a concern not specifically covered by a question included in the CVIQ.
The SIRE 2.0 process requires that the inspector observes officers and crew performing their normal day-to-day activities.
There are SIRE 2.0 questions which require the inspector to interview officers and crew on aspects of their duties which may not be undertaken during the inspection, such as the use and demonstration of Life Saving Appliances (LSA) or Fire Fighting Appliances (FFA). Inspectors will consider the seniority of an officer or crew member when interviewing or requesting a demonstration from any individual.
As a part of the change of mindset required for the success of SIRE 2.0 officers and crew should expect to be interviewed by the inspector on any of their duties which are covered by the SIRE 2.0 Question Library. As part of their training on SIRE 2.0, Inspectors will learn about factors that influence performance and how to recognise them. Inspectors will also learn some approaches that encourage open and helpful responses from the crews, including questioning and listening skills.
As part of SIRE 2.0 non-technical training, Inspectors will be trained to better understand the impact the inspection has on crews, understanding the importance of language and choice of words, and mindfulness of the impact of their interactions with crew members.

Crew nervousness and fear are a significant performance influencing factor (PIF) in their own right. Sometimes, this may be due to the inspection itself, or perhaps it may be a pre-existing factor amongst a crew. But in either case, where it is evident during an inspection, this is something that should be recognised and reported by the inspector. So yes, the intention is that SIRE 2.0 might help address this.
OCIMF has developed comprehensive rules for the conduct of SIRE 2.0 inspections which prohibits inspectors from:
• Taking a video or audio recording of the inspection with either the SIRE 2.0 Inspection tablet or a personal device.
• Taking photographs with a personal device other than the designated SIRE 2.0 tablet device.
Inspectors are permitted to:
• Take photographs using the OCIMF supplied tablet device in accordance with the OCIMF rules for the use of the camera.
• Make their own voice memos using the OCIMF supplied tablet device in accordance with the OCIMF rules for the use of the voice recorder.
Whilst vessel staff are free to make written notes to record the conduct of the inspection, they are not to make audio or video recording of the inspection without the express permission of the inspector and the Submitting Company. Recording of photographic images that includes the inspector must only be taken with the express permission of the inspector.
OCIMF recognises that certain areas on a vessel may have CCTV or other recording devices in operation, but as a courtesy, the inspector should be made aware of where these devices are in operation. An inspector may decline to conduct an opening or closing meeting in a space that is being used solely for the purpose of recording the meeting.
The decision whether a night-time or non-discharge operation inspection is acceptable rest with the Submitting Company that accepts the inspection request from a vessel operator.
The decision on whether to accept a non-discharge operation inspection report rest with the individual report recipient in accordance with their internal vetting policies and processes.
Most of the inspection report will be completed during the physical inspection, however, the inspector will still be required to do a quality check to make sure that their spelling and grammar is correct and to enter additional detail that they feel is necessary for accuracy and completeness. The validation and submission of the report will take place after an inspector has left a vessel.
The submitting company will see the inspection report as soon as the inspector completes and submits the inspection report to them.
A vessel operator will see the inspection report once the submitting company has validated it and released the report to the vessel operator for their comments.
The vessel operator will have 14 days to add their comments to the inspection report before they either release the report for publication or the report is published automatically without operator comments.
There are no immediate plans to introduce a feedback process for vessel operators or crew to provide feedback on inspectors directly to OCIMF. This matter is under consideration and may be introduced in the future.
No. Inspectors will select the most appropriate PIF from a prescribed drop-down list made available to them in the SIRE 2.0 response tool. Feedback from inspectors involved in the SIRE 2.0 trial inspections clearly indicates that most inspectors are usually quite aware of any relevant PIFs and their significance. However, there will inevitably be occasions where an inspector may make a mistake by selecting an incorrect PIF. But OCIMF does not believe that this will be a widespread or persistent problem. Finally, a PIF on its own is not an observation.
SIRE 2.0 has been designed to enable inspectors record observations objectively. Observations will be supported by objective evidence and using a defined set of PIFs to further inform and provide context on the observations.
SIRE 2.0 encourages a move away from a snapshot yes/no approach to providing richer, more meaningful insight that can be acted upon. It will ensure observations are given context and will result in more detailed, reliable, granular and comparable marine assurance data, helping the report recipient better understand how well a vessel is managed based on a qualitative assessment and not the number of observations. OCIMF recognises that this shift requires a change in mindset by all parties and will play an active role in facilitating the change.

The SIRE 2.0 Inspection Programme has been developed to include questions which will permit the inspector to record negative observations where defective equipment or unsafe conditions are identified even if a question relating to the specific equipment or condition has not been allocated.
As with the current SIRE programme, SIRE 2.0 will provide the vessel operator with the opportunity to provide operator comments to all negative observations before the inspection report is published. The Submitting Company and/or a Programme Recipient is responsible for contacting the vessel operator if they require further information. The SIRE 2.0 programme will not include any requirement or process for an inspector to review and comment on operator comments appended to an inspection report.
The report can be amended up until the time it is submitted. All changes to the report before, during and after the physical inspection are tracked.
The paper based contingency process will be similar to the current SIRE process where the responses to all questions will have to be input to the inspection editor software on another device. Access to the inspection editor software on another device will only be permitted when the submitting company has authorised a paper-based inspection.
Yes, the inspection editor software can have more than one active inspection in progress.
No – the inspection should be reviewed for accuracy and completeness once the inspector has left the vessel.
Since most of the report will be completed by the end of the physical inspection, the inspector will only need to add any detail that had not been entered during the inspection and conduct an accuracy check after they leave the vessel.
The inspection report should be validated by the inspector and uploaded to the OCIMF website within 72 hours of the inspection being completed. The time taken for the report to be released by the submitting company to the vessel operator is not under the control of OCIMF. Once the submitting company releases the inspection report to the vessel operator, the vessel operator will have 14 days to provide their initial operator comments before the inspection report will be automatically published.
From an OCIMF perspective, all reports available in the database are valid, but it is up to the Programme Recipient purchasing the report to decide whether a particular report meets their requirements or their use of the programme. OCIMF’s role is to make the report available for a period of time. SIRE 2.0 does have a goal to provide more robust reports that would drive recipients to accept a greater interval between inspections while still providing as a valid representation of vessel condition.
The operator comment process is being revised to require comments to include immediate and root causes. Machine-readable drop-down options are under consideration.
There will be no change to the current rules around night-time inspections.
The published inspection report will include observations, comments and photographs added to the inspection editor and marked for inclusion in the final report by the inspector. The validated report submitted by the inspector will form the final inspection report.
No, the master will not be able to add comments to the tablet during the closing meeting. However, the master will have the opportunity to add comments to a printed observation declaration if the vessel operator provides access to a standalone wireless printer. If access to a wireless printer is not provided by the vessel operator, the master will have to make manual notes of the observations and there will be no opportunity to add comments to and sign the declaration.
The observation declaration is a compilation of all negative observations and human observations that exceed expectations which is produced by the inspector at the closing meeting and signed by both the inspector and master
The vessel operator will have 14 days from the day the inspection report is released by the submitting company to provide their initial operator comments for each negative observation.
The vessel operator may continue to add subsequent comments once an inspection report has been published for as long as the report is available on the OCIMF website, normally 12 months.
No. There is no requirement for an inspector to record a minimum number of positive (or negative) observations. An inspector is required to report accurately and completely on what is observed during an inspection.
SIRE 2.0 requires a shift in mindset from a focus on quantitative (number of observations) to a more qualitative assessment of the inspection report. The SIRE 2.0 Programme has been developed to evaluate how well a vessel is managed by its operator and crew. The CVIQ contains a balanced set of questions which will collectively provide a report recipient with better understanding of the safety culture onboard the vessel as indicated by the overall nature - and not number - of observations on hardware, process and human factors.
SIRE 2.0 presents greater opportunity for report users to carry out more effective and deeper analysis of multiple observations both positive and/or negative.
The response tools assigned to each SIRE 2.0 question must be addressed based on the guidance provided. It is possible that the hardware, process, and human response tools assigned to a single question could all result in one or more negative observations.
A negative observation under one SIRE 2.0 question could potentially lead to one or more negative observations under other questions assigned to the CVIQ.
The term positive observation in the context of SIRE 2.0 specifically refers to an observation that an observed person’s (OP) demonstration or explanation of a task exceeded normal expectations. These observations can be easily identified in the final inspection report since the comment text is green to highlight them in a similar way that negative observation comment text is red.
The hardware and process response tools do not have positive observations as defined above.
A full explanation of the response tools can be found in the OCIMF document SIRE 2.0 Programme: Introduction and Guidance, found on our website.
An inspector is required to provide supporting comments to give context to why the execution of a human based task or activity exceeded expectation, was largely as expected, or not as expected.
A submitting company is responsible for reviewing each inspection report commissioned by them for quality before releasing it to the vessel operator for comments and subsequent publication on the OCIMF database. How the report review is carried out will be subject to the internal processes of the submitting company who would also be expected to consider the OCIMF Policies, Procedures and guidance for report validation.

Yes. Inspectors will be required to undergo quality assessments by Programmes Quality Assessors who work exclusively for OCIMF. The actual interval of the assessment/appraisal may change depending on the performance of individual inspectors, but this is still under review by the project team.
All inspectors are trained to and expected to carry out SIRE inspections to the highest standard applicable to the relevant inspection regime.

It is recommended that photographs are refreshed by the vessel operator at approximately six-month intervals. However, they must be refreshed whenever the condition of the vessel materially changes. Photographs can remain in the SIRE database for up to a year without being refreshed if the vessel operator is confident that they remain representative. It is the responsibility of the vessel operator to ensure that the photographs uploaded to the SIRE 2.0 website remain representative of the vessel’s true condition as near enough to the time of the inspection.
It is the vessel operator’s responsibility to ensure that up to date photographs are uploaded to the OCIMF SIRE 2.0 website before an inspection is booked. A negative observation will be recorded if a photograph is not uploaded by the vessel operator. The absence of photographs will be visible to the report recipient who will form their own opinion on whether to accept the vessel.
The SIRE 2.0 tablet-based camera can only be used by an inspector to take still photographs under strict compliance with OCIMF rules and local regulations.
Photographs taken during an inspection can only be appended to an inspection report. The inspector cannot export the photographs from the tablet and, photographs not appended to the submitted report will be deleted automatically once an inspection report has been published.
The standard set of photographs provided by the vessel operator will provide the report recipient with an objective view of a vessel’s fabric and cosmetic condition.
There are ports and terminals where photography is not allowed, therefore relying on the inspector to take a full set of photographs is not a reliable means of providing a pictorial record of a vessel’s condition.
The vessel crew will be able to provide photographs which can be taken at their convenience in the weeks leading up to an inspection.
The standard photograph set will provide a common understanding of a vessel’s condition shared by both a vessel’s operator and a potential charterer.
The details of the standard set of photographs are provided in the OCIMF document SIRE 2.0 Programme: Introduction and Guidance which can be found here.
The SIRE 2.0 photo repository provides a sample photograph for each standard photograph location.
The final inspection report will include all pictures which the inspector uploads with the inspection report package. Photographs which are taken during the inspection but not uploaded with the report package will be deleted from the inspection tablet automatically once the final inspection report is published.
The inspector cannot export the photographs or use them for any other purpose other than attaching them to an inspection report.
OCIMF has developed comprehensive rules for the use of the tablet camera which are designed to respect the privacy and security concerns of both a vessel and a terminal.
OCIMF has also developed a tablet fact sheet which includes details of all safeguards in place to protect the safety and security concerns of ports, terminals and vessel operators and crew.
The standard photographs provided by the vessel operator will be embedded in the final report along with photographs submitted by the inspector during the inspection.
Report recipients who have purchased a report will be able to use a secure web viewer to access all photographs made available in the final report. No photographs used in the SIRE 2.0 programme will be available to the general membership or published by any other means.
The identification of best practice is best left to individual vessel operators and their internal programmes.
OCIMF has many publications which include industry best practice gained from a wide variety of contributors within its membership and the industry. In many cases the guidance to SIRE 2.0 questions is based on best practice and the principal objective of an inspection is to verify that a vessel is being operated in alignment with existing industry best practice and statutory requirements.
An inspector will be expected to provide a photograph to support a negative observation wherever this will add value to the report.

OCIMF is undertaking several initiatives to identify ports and terminals where the use of tablet devices and/or camera is known to be prohibited or restricted. Where such ports or terminals are identified and they potentially have a significant impact on the conduct of SIRE 2.0 inspections, OCIMF will engage in advocacy work with the ports or terminals.

Where a terminal prohibits the use of the tablet camera, but there is no restriction on the use of the tablet itself, the camera function can be demonstrably disabled.
SIRE 2.0 Inspectors will be provided with two letters to explain the purpose and use of the tablet device as follows:
• A Port and Terminal letter: To assist the inspector to transit through Port and Terminal Facilities.
• A Master letter: To assist the inspector in introducing the tablet device to the Master and crew of an inspected vessel.

These letters will be supplemented by:
• The rules for the use of the tablet camera and voice recording device.
• The tablet device Ex-certification documents. (the inspector should download and carry the ex-certificates applicable to the region in which they inspect)
OCIMF has developed a terminal advocacy programme to:
• Inform ports and terminals of the benefits to the oil, gas and chemical transportation industry by supporting the SIRE 2.0 Programme within their facilities.
• Identify ports and terminals which have restrictions on the use of intrinsically safe tablets.
• Identify ports and terminals which have restrictions on the use of use of cameras embedded in an intrinsically safe tablet
• Provide detailed information on the use of intrinsically safe tablets within SIRE 2.0 Programme through a tablet factsheet which includes:
o The safeguards in place to ensure that an intrinsically safe tablet is used in accordance with ISGOTT guidance and all port and terminal regulations.
o The safeguards in place to ensure that security and privacy concerns regarding the use of intrinsically safe cameras
• Engage with ports and terminals which have concerns over the use of an intrinsically safe tablet and/or the use of photography during an inspection onboard a vessel while in a port or terminal.

Glossary of Terms

An on-line OCIMF database holding electronic copies of vessel trading certificates and documents, provided by the vessel operator.
A unique, vessel-specific set of questions compiled for each vessel inspection.
Questionnaire for documenting and communicating permanent and infrequently changing information relating to a vessel, its construction, outfitting and certification.
OCIMF software that uses algorithms to select questions from the SIRE Question Library to create a unique vessel-specific VIQ for each inspection.
A declaration, made by the vessel operator that all data, photographs, and certificates provided in connection with a SIRE inspection are accurate, complete and in accordance with the instructions provided.
An OCIMF proprietary software application loaded onto the Inspection Tablet that allows an inspector to gather and record information during an inspection, including photographs, and create a SIRE report.
A dedicated, intrinsically safe tablet computer used by the inspector solely to complete a SIRE inspection.
Performance Influencing Factors is a collective term for those factors that are known to influence or shape human performance. They can enhance and assist human performance, or they can degrade and obstruct it.
An on-line OCIMF database holding photographs of vessels, provided by the vessel operator.
An on-line questionnaire, completed by the vessel operator, providing information about the vessel, and supplementing the Harmonised Vessel Particulars Questionnaire (HVPQ).
· Core – Minimum questions required to meet the fundamental risk assessment criteria, as defined by OCIMF.
• Rotational – A non-core question assigned to a vessel on an occasional basis.
• Campaign - A new (or existing rotational) question assigned to every inspection for a fixed period in response to an incident or industry trend.
• Conditional – A question assigned to verify an aspect of a vessel’s operational history or operator’s oversight activities of the vessel.
An OCIMF database containing all current inspection questions.
An OCIMF database containing all applicable data collected by the inspector during an inspection.