Maritime Industry Focus

STCW certificates, flag State endorsements, medical fitness, MLC 2006 agreements: one expired document is enough to detain a ship. A full map of what to track, the manning matrix, PSC and ISM consequences, and the D-90 / D-60 / D-30 alert process that makes forgetting impossible.

The IMO has required cyber risk in the SMS since 2021, and IACS UR E26 and UR E27 apply to ships contracted for construction from 1 July 2024. Here is the framework that actually applies, the evidence your technical department must produce, and how a CMMS delivers it on audit day.

The NMEA 2000 bus already carries engine temperature, oil pressure, tank levels and running hours. This article sets out which PGNs are genuinely useful for maintenance, how the gateway-to-cloud chain works, and how to set thresholds a crew will actually act on. It is also clear about where NMEA 2000 stops: a commercial ship's engine room.

On one vessel a notebook is enough. Across a fleet you need a plan: a removal threshold, intervals matched to how each vessel is worked, potential readings, and the same record kept on every hull. This article covers how to build that plan, what to log at every removal, and how to use the history from several dockings to tune the interval.

A ship does not hold one certificate, it holds around twenty, issued by different authorities and driven by surveys whose windows do not line up. This article sets out who issues what, how the five-year survey cycle works, what a condition of class actually is and what extensions really allow — then how to run those schedules from a CMMS across several vessels.

The engine room logbook is neither the deck log nor a MARPOL record book. It is the only continuous evidence that the machinery was run and maintained as intended. What goes in it, what it does not replace, what auditors and surveyors do with it, and what changes when it goes digital.