Why does genuine, demonstrable crew knowledge of the Safety Management System (SMS) matter more under SIRE 2.0 and modern PSC practice than simply having compliant paperwork onboard?

A. Inspectors are not permitted to ask crew direct questions, only to review documents

B. Modern inspections are explicitly designed to test the "Human Factors" dimension — an inspector will ask crew to explain or demonstrate a procedure, not just check that the document exists, because a procedure nobody understands or follows is not a real safety control regardless of what the paperwork says

C. Human factors assessment was removed from inspection programmes after 2020 as too subjective

D. Paperwork compliance is the only thing assessed; crew can always say "I would check the SMS" without further explanation

A. Vetting ratings only affect the vessel's insurance premium, never its ability to trade

B. There is no commercial consequence; vetting ratings are purely internal record-keeping with no effect on chartering decisions

C. Major charterers, oil companies, and terminals routinely use vetting ratings as a screening gate before fixing a vessel — a poor rating can mean the ship is simply not offered cargo by that counterparty, regardless of whether it is technically seaworthy or compliant with PSC requirements

D. A poor vetting rating automatically triggers a PSC detention

A. A detainable deficiency only affects future inspections, not the current port call

B. Detention only applies to passenger vessels, not cargo or tank vessels

C. The vessel may continue trading immediately as long as the Master signs a statement promising to fix the issue later

D. The vessel is detained — prohibited from sailing until the deficiency is rectified and re-inspected (or, for some items, until the next port if a safe-passage exemption is granted), with the detention publicly recorded against the vessel and company