Every vessel in Starboard is assessed through a risk framework which addresses a range of issues from illegal, unreported, or unregulated (IUU) fishing to maritime security. This results in relevant risk indicators assigned to vessels which can support risk analysis for a particular vessel of interest or vessels in an area of interest (AOI). Starboard’s risk framework has been developed in collaboration with industry experts and literature.
If a vessel meets the risk criteria, the relevant risk indicator is displayed in the selected vessel panel on the map, or in the ‘Risk indicators’ section of the vessel report. Each risk indicator can be investigated further, with details about why a certain risk indicator has been assigned. An aggregated view of risk indicators associated with the fleet can also be viewed for companies.
Distribution of risk levels
Risk indicators are categorised into themes including IUU fishing, journey, and identity. Each risk indicator has one or more relative risk level assigned as below.
| 🟢 | 🟡 | 🟠 | 🔴 |
IUU fishing | RFMO registrations |
|
|
|
IUU fishing |
| Closely linked to IUU listed | Previously IUU listed | Currently IUU listed |
IUU fishing |
|
| High seas transshipments in current journey |
|
IUU fishing |
| EU IUU Register red or yellow card |
|
|
Journey |
| Time at sea > 90 days in recent journey | Time at sea > 180 days in recent journey | Time at sea > 1 year in recent journey |
Journey |
| Lower combined corruption perceptions index score for port visits |
|
|
Identity |
| Different AIS and IMO details |
|
|
Vessel Age |
| 15-24 years | 25-34 years | Greater than 35 years |
Risk criteria and significance
🟢 RFMO registrations
If a vessel is registered with any of the 15 Regional Fisheries Management Organisations (RFMOs) around the world, and the records match the vessel details in Starboard, the relevant RFMO is shown. This indicates good practice.
🟡 🟠 🔴 IUU listed and closely linked
IUU listed vessels are those that currently or previously appear in RFMO IUU lists because they have been found to engage in IUU fishing within or near RFMO convention areas. Currently IUU listed vessels are given “high” risk, while previously listed vessels are given “medium” risk. Closely linked to IUU listed vessels are identified through a network model and are assigned a “low” risk due connection to IUU listed vessels.
IUU list last retrieved from Trygg Mat Tracking: 13 June, 2023.
🟠 High seas transshipments
This highlights if the vessel has been involved in one or more transshipment events in its current journey or since the last port of call. There is less oversight in the high seas, so these vessels may be worth investigating further.
🟡 EU IUU Register red or yellow card
This risk is assigned if the vessel’s flag state has been issued a yellow or red card under the EU IUU Register carding scheme. Yellow card means the flag is under evaluation following evidence of significant flaws within the country’s systems or lack of cooperation to combat IUU fishing. If a flag is issued a red card, imports to the EU of fish products caught by this flag are banned as the reforms have not been carried out.
Carding decisions last retrieved from European Parliament: 5 June, 2024.
🟡 🟠 🔴 Long time at sea
A vessel that has not been to port for extended periods of time indicates behaviour which may be related to safety, regulatory, or humanitarian risks. The risk can also indicate consistent non-reporting of AIS when visiting ports. A vessel’s time at sea is calculated based on the duration of its most recent journey. This is, either the last journey if the vessel is currently in port or has visited one within the last 24 hours, or otherwise it’s currently in-progress journey. If this time exceeds 90 days, 180 days, or 1 year they are assigned the increasingly higher time at sea risk indicators. The distribution of these is based on analysis of typical vessel behaviour. On average 90% of vessels will visit port within 90 days or less. We calculate the risk indicator only for vessels that have a recorded port-visit, and that have been actively reporting on AIS for at least 10% of its most recent journey.
🟡 Lower combined corruption perceptions index score for port visits
The combined corruption perceptions index (CPI) score indicates whether a vessel has a tendency to visit countries with perceived levels of public sector corruption. More visits to ports with perceived corruption results in a lower combined CPI score. The risk is assigned to a vessel if it has a combined CPI score of less than 30.
CPI scores last retrieved from Transparency International: 23 May, 2024.
🟡 Different AIS and IMO details
Discrepancies between self-reported AIS vessel details and the IMO registration details held by S&P Global Market Intelligence may arise from human input error, malfunction, or a deliberate attempt to mislead. Vessel operators may seek to mislead authorities with incorrect AIS details to obfuscate detection while engaging in illegal activities, avoid regulations, gain competitive advantages, or due to privacy and security concerns. This risk is assigned to a vessel if there are significant differences in the name, flag, type, MMSI, IMO, or call sign fields between the AIS and IMO registration details.
🟡 🟠 🔴 Vessel age
Vessel age is calculated from the most recent date given for either date of build, delivery date, keel laid date, or launch date held by S&P Global Market Intelligence. The vessel age risk indicator is separated into three sub-categories of risk:
15-24 years - Vessels in this age range may begin to exhibit moderate wear and require regular maintenance to remain operationally efficient. Compliance with updated regulations and proactive maintenance are key to mitigating risk.
25-34 years - Vessels in this age range face increased risks of mechanical failure and structural degradation. They often require significant investments in upkeep to ensure safety and compliance with current standards.
>35 years - Vessels older than 35 years represent a high-risk category due to advanced wear, outdated systems, and difficulty meeting current regulatory requirements. These vessels typically demand extensive retrofitting or replacement to maintain operational viability.