Industry FAQs

The Safety Score data

Is Paris MoU data still excluded from RightShip Safety Score system?

We are using Paris MOU data in our safety score calculations, but may need to approach the owner for updated information during the vetting process.

Could you provide examples of data sources other PSC data?

RightShip’s Safety Score model is built on verified data, which comes from a variety of different sources.

We have partnerships with other maritime analytics associations and government institutions.

We also assess information provided by our customers; source our own first-hand data; and utilise data governance with the goal of creating the most comprehensive and accurate data set possible.

Where does RightShip get its incident data from, and what incidents are captured?

RightShip receives incident information from our data providers, the largest of which is IHS. Incidents are also entered by our vetting team based on media reports, PSC inspection results, Terminal Feedback, RightShip Inspections and proactive reporting.

What is the source of information for vessel incident, considering that incident records rely heavily on voluntary reporting by the vessel managers? Some transparent vessel managers could be penalised in comparison to managers who are not so transparent.

We receive the majority of our incident data from IHS. When receiving incident information that has been reported proactively, we take the approach that if it is not a Category A or B incident with higher severity, it is not included in the Safety Score. This is to encourage proactive reporting and avoid penalising manually created incidents. In the more severe cases we must still include the incident in the Safety Score but will credit the Managers for proactively reporting.

If a vessel is involved in an incident for which the operator / crew are not at fault (i.e. ship loader collapsing on vessel), does that impact the Safety Score in any way?

If the incident can be demonstrated and documented to not be the fault of the operator this will be reviewed and removed from the score.

If an operator does not voluntarily report an incident, how will RightShip obtain information regarding the incident?

We are building our vetting process and models to support transparency, and part of this is incident categorisation so that the impact will not directly affect the Safety Score unless it is a major incident. It’s important to remember the role of the vetting process in assessing the overall safety profile of a vessel.

Is there any definitive time period for reporting an incident, irrespective of its severity?

Any incident within the last 5 years will be considered in in the Safety Score. We encourage the pro-active submission of incidents and incident investigations and will credit a small positive adjustment to vessels with proactively supplied incident closeouts.

Is there any defining pattern for categorising the incidents?

Category A, being the most severe, covers pollution, loss of life, missing persons, fire / explosion or a total loss.

Category B includes where there is structural damage that rendered the ship unseaworthy, such as underwater penetration of the hull, immobilisation of main engines, extensive damage.

Category C is anything not covered above.

The Safety Score model

Will the Safety Score be determined on a percentile basis, or can any number of vessels achieve a score of 5/5?

There is no fixed ratio. Any vessel is capable of being 5 / 5 provided they demonstrate the required level of safety performance.

What is the rationale behind categorising incidents as high, medium, and low impact on the model?

Given the varying severity of incidents received by RightShip we feel it is fairer to operate tiered severity gradings with different levels of impact in the Safety Score for each. For example, a collision leading to loss of life is not comparable to a small hydraulic leak on deck during cargo operations.

Some PSC detentions could be severe – it is counter-intuitive to look at this as low-impact?

Detentions are recorded in the vessel detention sub score and would have a medium impact on the overall Safety Score. The performance of the Flag of the vessel has a low impact.

Do minor PSC deficiencies affect the Safety Score?

Minor PSC deficiencies still impact the safety score calculation, however it may not reduce the overall Safety Score.

How does adverse terminal feedback impact the safety score?

This does not affect the safety score directly, however it will be considered during the vetting process.

Do nil deficiency PSC reports give a positive score adjustment to the vessel, to encourage vessel to perform better?

Nil deficiency PSC reports will give a positive score to the vessel if a nil deficiency report is better than expected at that port. For example, if Port X normally averages 5 deficiencies and a vessel receives 0 deficiencies, this would be rewarded. However, if the Port always gives 0 deficiencies, a vessel receiving 0 deficiencies is meeting expectations for that port – so, in that case the inspection would have a neutral effect on the Safety Score.

How are minor incidents and negative operational vessel feedback from terminals weighted for scoring?

Minor incidents, if entered manually in our system will have no impact on the Safety Score. This also includes Terminal Feedback Reports, however it will be used in our due diligence vetting process to assess the risk the vessel presents. We took this approach as given the level of reporting of minor incidents and feedback reports we receive from just a small number of ports, the Safety Score for vessels trading in these regions would be skewed quite heavily due to the higher level of reporting.

How will DOC be evaluated? In cases where a certain management company shows good performance at cape size bulk carrier level, and poor performance with Handymax vessels, will the DOC evaluation be averaged?

At the moment the performance of the DOC is averaged across all the vessels under the DOC, regardless of type. RightShip would like to see improvements in the safety operations of all vessel types, and believe that scoring the DOC in this way and introducing greater benchmarking capabilities will encourage improvements in performance.

If a poorly maintained vessel changes her management from a poor operator to better operator, will her safety score be positively impacted with immediate effect? Is there a transition and verification process?

A change to a better manager will result in an improvement in the Safety Score the change itself is not penalised, a Management of Change (MOC) questionnaire may be required to be completed to verify details of the transfer.

If the vessel is sold, will the impact of its past detention continue to impact the DOC score?

Yes, performance whilst the vessel is under a DOC remains with the same DOC for the 5-year modelling period, regardless of if the vessel is sold or transferred. The detention will not however affect the new DOC the vessel has been transferred to.

How is operational feedback incorporated into the Safety Score calculation?

At this time, operational feedback does not feature in the Safety Score calculation, and will instead be reviewed as part of the due diligence vetting service provided by RightShip.

Upon receiving close out/investigation reports, how long does it take for the safety score to be updated?

Each case is reviewed manually by our experts. Response time may differ based on the nature of a case. We are aware of the importance of quick response time for the industry, and our teams are doing their best to respond to every case as quickly as possible.

In critical eyes, the under-reporting of incidents could be the way to keep your safety score in check. Is there incentive for transparent reporting?

We are continually seeking ways in which to reward transparency and have considered this in the design of the Safety Score. We would love to hear your suggestions on how we can achieve this consistently.

Will a 5-star vessel achieve a Safety Score of 5 after the transition to the new model?

The new Safety Score and Qi Risk Rating are not compatible, as the inputs and the calculation methods are different. Therefore, a vessel’s Safety Score may not be the same as its Risk Rating.

Vetting, Risk Rating and charter party agreements

Can the impact of an unjust PSC detention be removed or limited from the safety score of the vessel?

During the screening process, our vetting superintendents review incidents & PSCs, along with many other factors. As all superintendents have a seafaring and senior officer background, the severity & importance of the deficiencies is assessed manually. In the case of unjustified detentions, the RighShip team will be able to exclude it from the Safety Score if appropriate.

What is the co-relation between existing Risk Rating in RightShip Qi & the Safety Score?

There is no relation between the Qi risk rating and the new Safety Score.

Could you expand on why RightShip does not support the use of the Safety Score in contracts & charter party agreements?

RightShip has never supported the use of its Risk Rating in any charter party clauses. This is one of our policies on our website. This is the same for the Safety Score. You can read more in the Safety Score Knowledge Centre.

Do we know what the port authority or shippers will accept as a minimum safety score?

We do not recommend a minimum Safety Score and are working with Port Authorities to encourage a sensible approach to their own requirements – particularly during the transition from the Risk Rating to the Safety Score.

Are we going to be able to see our DOC score, including a breakdown that will allow us to improve on areas of weakness?

RightShip customers will be able to see the Safety Score and all sub-scores. Please email to discuss subscription options with our team.

If a vessel with a Safety Score of 5 changes DOC, how will this impact the Safety Score?

The new Safety Score will be dependent on the performance of the DOC the vessel has transferred to. If the new DOC is operating at a high level, there may be no change in Safety Score.

How do you categorise the severity of PSC deficiencies? Is there a standard risk model?

At this stage there is no categorisation of PSC deficiencies – only incidents are grouped in terms of their severity.

The number of incidents reported to the OCIMF repository remains low. Many operators are concerned that pro-active reporting may get them into hot water and penalise the prospects of the ship. Is there an incentive for reporting all incidents to RightShip?

Our Safety Score and vetting process is designed to reward transparency. We usually get data on all significant incidents through various channels. Less severe incidents will have a limited effect on the safety score.

Size, age, type and inspections

Is it correct to say that a good Safety Score can be awarded on an older vessel, even if there is no current physical inspection? Or any historical physical inspection?

Age is not a factor in the Safety Score, and therefore will not count against an older vessel. It is possible to get a Safety Score of 5 / 5 up to the maximum scorable age of the vessel. However, RightShip will still require inspections on vessels over 14 years of age. Inspection validity and the date of the last inspection will be clearly shown on our new platform.

How does a RightShip inspection affect the Safety Score?

The results of physical inspections are not being used in the model, as the new Safety Score measures all vessels in terms of their operational performance across all types. This creates a level playing field for vessels achieving the maximum 5 out of 5 Safety Score. In addition, this considers vessels that can’t have a RightShip inspection.

A RightShip Inspection remains a valuable tool in the due diligence process, and allows for an assessment of the latest physical condition of the vessel, as well as the current safety management standards being practised.

The results of the inspection do not directly contribute to the Safety Score, but the presence of an inspection is clearly identified on the vessel page to promote shipowners who are taking proactive steps to put their vessels forward for inspection.

Are the requirements for a physical inspection remaining the same?

Yes, requirements for physical inspections remain the same.

Will RightShip release their inspection checklist to the public?

We intend to make our inspection checklist available before the end of the year to support preparation.

Will a ship over 14 years of age be displayed in the RightShip platform?

A dry bulk vessel over the age of 14 will have a small alert to show they are in need of an inspection. If the vessel has a valid RightShip inspection, this will also be shown on the vessel page to highlight the investment made by the operator.

Would carrying out an office DBMS audit improve the sub-score for DOC?

At this stage the DBMS is in its first draft and is available for industry consultation. It is not a finalised standard and no audits are available at this time. Therefore, no decision has been made for it to affect the DOC score.

Will benchmarking be available for dry and wet vessels separately?

Each vessel will only be benchmarked against other vessels of the same type and size.


Is your product endorsed by any flag state administrations or class societies?

We have received positive feedback from flag state administrations and class societies.

Social responsibility

RightShip is taking keen interest in checking on crew welfare on board. Is it limited to MLC compliance or the best practices of industry?

We start with compliance with MLC Part A as a baseline. However, we feel that in many situations this does not adequately address wellness – therefore we have a pilot project looking into how we can support those operators who invest more in this area to enhance safety and wellbeing.