OCIMF SIRE 2.0: Ship Hardening Focused Inspection Campaign

OCIMF SIRE 2.0 reached 24,000 tanker inspections in its first year of operation — and on 1 October 2025, the Oil Companies International Marine Forum launched a Focused Inspection Campaign (FIC) targeting ship hardening and access control across all inspections conducted under the programme. The campaign runs for a minimum of six months, with an interim review completed in February 2026.

What Is the SIRE 2.0 Ship Hardening Campaign?

A Focused Inspection Campaign under OCIMF SIRE 2.0 concentrates scrutiny on a single inspection question for a defined period. This campaign targets question 7.2.1 — ship hardening and access control — and applies to every inspection conducted during the campaign window, regardless of vessel location or trade route.

The campaign’s objective is to verify that Masters and ship staff understand their company procedures for hardening vessels operating in areas of elevated maritime threat. This covers access control protocols, crew drills, the deployment of physical hardening measures, and the application of company-specific security plans.

An interim review took place in February 2026. OCIMF has committed to providing further guidance based on those results, though no published findings had been confirmed in available source material at the time of writing.

Why OCIMF Launched the Campaign Now

The FIC is a direct response to the acceleration of maritime security threats since 2024. Houthi attacks on commercial shipping in the Red Sea disrupted global tanker routing and exposed gaps in crew preparedness for vessel security scenarios that had previously been treated as low-probability events.

Regional conflicts and evolving national security regulations have compounded the pressure on operators. OCIMF identified crew welfare, operational safety, and continuity of voyages through threat areas as the primary risks driving the campaign design.

Security Advisor Russel Pegg stated that running the FIC through SIRE 2.0 would provide evidence of vessel and crew preparedness against maritime security threats, and enable OCIMF to further support industry with updated best practices.

What Ship Hardening Means in Practice

Physical vessel hardening measures typically include razor wire barriers along deck perimeters, reinforced citadels for crew shelter, closed-circuit television coverage of access points, and controlled boarding zones at gangways and pilot ladders. These measures are intended to delay or deter unauthorised access during transits through high-risk areas.

The procedural component is equally significant. Masters are responsible for ensuring that crew can execute company security plans without reference — drills, mustering procedures, and communications protocols must be embedded before vessels enter threat areas, not activated in response to an incident.

Best Management Practices for Maritime Security, co-published by OCIMF and partner bodies, is the primary reference document for vessel operators implementing hardening measures. SIRE 2.0 question 7.2.1 aligns directly with BMP guidance on crew preparedness and access control.

Programmes Director Dave Cudbertson noted that security at sea begins with preparedness and familiarity, and that the campaign reinforces the importance of well-trained crews and effective company procedures in maintaining safety and resilience.

Implications for Terminal Operators

Hardened vessels present practical challenges at the terminal interface. A tanker arriving with razor wire deployed, restricted gangway access, and elevated crew security posture requires modified boarding procedures from terminal personnel — port security officers, mooring teams, and cargo surveyors all interact with the vessel at access points that may be reconfigured under a hardening protocol.

HSE managers at terminal facilities need current awareness of which vessels are operating under heightened security plans, and should coordinate with vessel Masters on boarding permissions, identification procedures, and any restrictions on third-party access during cargo operations. Pre-arrival communications that include security status should be standard practice for terminals handling vessels on Red Sea or Indian Ocean routes.

OCIMF publishes terminal interface guidance through its Marine Terminal Management and Self Assessment (MTMSA) programme, which complements SIRE 2.0 on the shore-side of the ship-terminal relationship. Tank inspection companies operating at berth face similar access coordination requirements when hardening protocols are active.

What Happens After the Campaign

OCIMF’s standard post-FIC process involves aggregating inspection data from across the campaign period to identify trends, common deficiencies, and areas of strong performance. That analysis informs whether specific guidance is updated, whether SIRE 2.0 question weighting changes, or whether additional training resources are issued to member companies.

Findings feed into OCIMF’s Maritime Security Committee publications, which cover threat assessments, recommended responses, and updates to BMP guidance. For operators like Stolt-Nielsen — whose tanker and chemical carrier fleet spans every major trade route — campaign findings directly shape how vessel security procedures are reviewed at fleet level.

With the February 2026 interim review concluded and the minimum campaign duration reached, OCIMF SIRE 2.0 users should monitor the OCIMF website for the release of campaign findings and any associated updates to inspection protocols or security guidance.