Written by seafarers, for the people still sailing.
Three things changed, and they changed together.
A dry bulk or general cargo vessel of 12 years or older without a valid RightShip inspection has its Safety Score cut to 2 out of 5 — enough to block nominations from the largest commodity charterers. The age trigger falls to 10 years in January 2027, and PSC deficiencies now feed the score on a severity-weighted basis. A deficiency is no longer a cost. It is access to cargo.
Detentions are up roughly 70% over five years while inspection numbers stayed level — inspectors are finding more, not looking more. On current rates around one merchant vessel in seven will be detained at least once in the next three years. Bulk carriers, general cargo and container ships account for the large majority.
Not fire doors, not lifeboats. The most common ground is that the safety management system cannot be shown to have been run. Almost no ship can produce dated, attributed evidence that each check was made, by whom, and verified by whom ashore. That record is what this system produces as a by-product of ordinary work.
A checklist tells the Master what to look at. None of these do only that.
Items ordered by priority band and detention exposure, filtered to the vessel's profile and to the person signed in. No calendar deadlines — work is tied to the port call it has to be ready for.
The holder attaches evidence and signs. The Port Captain verifies deck, the Port Engineer verifies machinery. Rejection reopens the item with a mandatory written reason, and the original evidence is kept. Sign-offs cannot be altered afterwards, by anyone.
Every certificate and servicing date the ship holds, with expiry, anniversary and harmonised survey windows. An undone job is visible on deck. An expired certificate is not — until an inspector asks for it.
Given load port, discharge port and duration: what expires mid-voyage, which survey windows open or close, which crew certificates lapse, and what the destination requires that the ship does not hold. Refusal of access is a commercial failure, not a technical one.
And nothing a ship does not need ever appears on it.
The DPA builds the vessel profile once. Ship type, trade areas, equipment, dangerous goods approval, timber freeboards. It decides which items that ship ever sees.
The Master declares what is actually on board — cargo group, dangerous goods classes, timber on deck. Explosives segregation appears when explosives are loaded, and not before.
Each person opens his own ship's work and nothing else. The Master sees the whole vessel, department heads see their department, crew certificates belong to the Crewing Manager. Nobody is shown a door he cannot open.
Every item, once raised, evidenced, signed and timestamped, is exactly the record ISM demands and almost no ship can produce. The sale is not "avoid detentions." It is proof, with dates and names, that the system was run.
Every person on the account signs in at the same address — Owner, DPA, Port Captain, Port Engineer, Crewing Manager, Master, Chief Officer, Chief Engineer. The system opens as that person, and shows nothing their seat does not carry.
Accounts are created by your company. Nothing is installed — it runs in the browser, on the bridge or ashore.
Built from the conventions by someone who stands the watch, keeps the certificates and meets the inspector at the gangway. That is the difference you will notice in the first five minutes.
If you operate bulk carriers or general cargo ships and want your fleet's exposure mapped, send the fleet list and say so in the subject line.