Prepared for SRC · 3 August 2026

Port state control publishes your order book.

Every ship detained in a European port is a dated repair scope, named in public, free to read. We read src.ee before writing this, and the gap is not capability. It is that nothing tells your commercial team which ship to call about this week.

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01

Who we would target

This is our starting view of your ICP, not a finished one. You know this market better than we do, so treat the list as a proposal and cut or reorder it on the call. What matters is that we build it person by person, with a verified work email, rather than scraping info@ addresses.

WhoWhy they are on the list
Shipowners and operatorsThey own the asset and the repair budget. A detention is their problem to clear before the ship earns again
Ship management companiesThey run the vessel day to day and hold the drydock plan. Often the first to know a scope exists
Technical superintendentsThe person who actually specifies the repair and shortlists the yard. The single most important title on this page
Cruise and ferry linesInterior refit programmes and green-shift retrofits. Your Silja, Victoria I and Freedom of the Seas work speaks directly to them
Offshore operators and drilling contractorsSPS overlay, accommodation and conversion scopes. This is the Fairlead side
Repair and drydock yardsThey win the dock, then subcontract disciplines they do not hold. A channel, not a competitor
Class societies and consultantsThey do not sign, but they shape the scope early and they know which ships are in trouble
The job titles we would write to
Technical SuperintendentFleet Technical ManagerTechnical DirectorDrydock ManagerRepair ManagerHead of RefurbishmentNewbuild and Conversion Project ManagerHead of Hotel OperationsProcurement and Contracts ManagerOffshore Asset ManagerYard Subcontracting Manager
02

Signal 1: ships held by port state control

The flagship. Public, dated, urgent, and it points at exactly what you sell.

A detained ship cannot sail until the deficiency is cleared. The owner is losing money every day it sits. That is the most motivated repair buyer in the market, and the list is published.

How it works
  • The Paris MoU publishes current detentions and current bannings as live, public lists, alongside a searchable inspection database.
  • Each record names the ship, the flag, the company, the inspecting port and the deficiency codes that caused the hold.
  • We match the ship to its owner and manager, then to the technical superintendent who has to fix it, then we write to that person about that ship.
What we trackWhy it matters to SRC
Current detentionsThe ship is held now. Highest urgency in the whole system
Current banningsA banned ship needs a documented programme of work to return to service. Larger scope, longer engagement
Repeat detentions on one fleetA pattern points at a fleet-wide condition problem, not a one-off. That is a programme, not a job
Detentions in reachable portsRotterdam, Tallinn, the Nordics and the Mediterranean sit next to your Netherlands, Estonia, Norway and Italy entities
Ships released after detentionThey cleared the minimum to sail. The permanent repair is still outstanding and now has a deadline

Why it worksYou are not asking an owner whether they need a repair yard. You are contacting a named superintendent about a named ship held in a named port, with a yard in the region and the disciplines that deficiency requires. The relevance is not manufactured, it is a matter of record.

See this week's detentions on the call
03

Signal 2: deficiencies that map to what you actually do

The wider inspection feed, filtered hard. This is where being a repair yard rather than an outfitter changes the answer.

Most port state control deficiencies are not worth an email. A minority map precisely onto SRC's disciplines, and those are worth a great deal.

How it works
  • We filter the inspection feed to the deficiency families that require the work you hold: structural condition and hull, piping and pumping systems, electrical installations, accommodation and crew spaces, and pollution prevention equipment.
  • Structural and hull findings are the ones that matter most, because SPS overlay and underlay is a genuine differentiator and appears across your reference list on Solitaire, Oceana, Tanit, Norstream and Isabelle.
  • Pollution prevention findings connect straight to the ballast water, scrubber and shore-power lines you already sell.
  • Everything else in the feed is discarded rather than reworded.
Straight about the limit. Plenty of port state control findings are punch-list items that a crew or a local service company clears in days. A fire door that does not latch is not a scope for an international EPCI contractor. Filtering is the whole value of this signal, and an unfiltered feed would waste your team's time and your reputation at the same time. We would rather send you ten names than four hundred.
04

Signal 3: ships due in dock

The decision happens long before the ship arrives. That is the moment we aim at.

Every ship comes out of service on a fixed survey cycle. The cycle is knowable from public data, and the repair contractor is chosen well before the dock date.

How it works
  • Class society registers and Equasis give ship particulars, the managing company and class status, free and publicly.
  • Build year and position in the five-year class renewal cycle give a window.
  • Age thresholds matter: ships crossing fifteen and twenty years take on structural and accommodation work, not just routine survey items.
  • Announced retrofit programmes and reported drydock bookings sharpen the window into a date range.

Why it worksBy the time a ship is in dock the yard is picked. The decision sits six to eighteen months earlier, when scopes are written and quotes go out. That window is the target, and almost nobody is contacting them in it.

Straight about the limit. We derive a window, we do not know a date. A technical superintendent knows their own schedule better than any database, and pretending otherwise loses the conversation in one line. So the message says the fleet looks due in this period, not that we know when your ship docks.
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05

Signal 4: ships guests say are tired

This one is for the interior refit line, and it reaches a different buyer from everything above.

Passengers publish exactly which ships need an interior refresh, in public, with dates on it. Not service complaints. Condition complaints.

How it works
  • Worn carpets, dated cabins, tired furniture, stained upholstery, bathrooms past their life, public areas that look their age next to newer ships in the fleet.
  • We filter to condition and comfort only, then roll it up per named vessel, with how many people said it and how recently.
  • It lands with hotel operations and the refurbishment owner, who hold the guest experience budget. That is a different door from the technical superintendent.
  • Combined with the drydock window it becomes the strongest name in the system: a documented reason plus a fixed date to act.

Why it worksThe tone rule is absolute: we never send a brand a list of its own bad reviews as an accusation. The framing is that the fleet is at the age where interiors get refreshed, guests are noticing on these particular ships, and here is a team that does this work inside a drydock window.

06

The other signals worth running

None of these deserves its own engine. Together they add a steady flow of dated opportunities on top of the four above.

SignalWhat it tells us
Green-shift regulatory deadlinesBallast water treatment, shore power and emissions rules create dated retrofit scopes in exactly the lines you sell. We verify each rule and date before any copy is written on it
Methanol and alternative fuel conversionYour Methanol Superstorage has RINA Type Approval. Operators announcing dual-fuel intent are the qualified list for it
Ship sales and fleet transfersA vessel changing owner or moving between brands gets re-specified. New owner, new standard, new scope
Conversion and lengthening projectsRo-ro to RoPax, accommodation additions, hybrid retrofits. Multidisciplinary work, which is what you are built for
Offshore campaign awardsA rig or vessel winning a campaign needs to be ready for it. Feeds Fairlead rather than the marine side
Public tendersState and municipal ferry operators tender repair work openly, with real dates, on TED and national portals
Casualty and incident reportsGrounding, fire and collision damage is an immediate structural scope. Handled with care and never as an opener
Yard capacity and closuresA repair yard losing capacity in your regions displaces work that has to go somewhere
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07

The evergreen engine underneath all of it

Signals only cover ships that happen to be in a cycle right now. This covers everything else, all year.

Every company that owns, operates or manages vessels in your segments, plus the managers, the drydock yards and the offshore operators. Contacted properly, in sequence, in the language of the market, until SRC is a name they already know.

This is what makes the signal outreach work. A detention email to a superintendent who has never heard of you is a cold open. The same email to someone contacted three months earlier is a follow-up. Same message, completely different reception.

It also reaches the operators nobody is calling, gets you onto approved vendor lists you are not on today, and compounds: a no in March is often a yes in November when the ship is due.

Honest expectation. Repair and retrofit is a long-cycle business with a small buyer universe. Evergreen outreach is not there to produce a signed contract in week three. It is there so that when a scope appears, you are already on the list. The signal engine handles what is live today.
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08

Events, turned into a diary

Your commercial team already travels. The gap is usually the outreach that fills the calendar before they land. Six to eight weeks out we build the target list from the exhibitor and attendee data, four to six weeks out the outreach starts aimed at booked meetings, and your team flies out with a schedule instead of a hope. Dates below were checked on 3 August 2026.

WhenEventWhy it matters to SRC
1 to 4 Sept 2026
Four weeks out		SMM, HamburgThe largest maritime trade fair in the calendar and the single best fit for a repair and retrofit yard. 2026 theme is the maritime transition, which is the ballast water, shore power and methanol conversion conversation
4 to 6 Nov 2026
Upcoming		Europort IstanbulThe Rotterdam edition is not until 2027, but the Istanbul edition runs this November and the Mediterranean repair market is live for it
17 to 19 Nov 2026
Upcoming		METSTRADE, Amsterdam RAIMarine equipment rather than repair, so a secondary target. Worth it mainly because your Netherlands entity is on the doorstep
5 to 8 Apr 2027
Upcoming		Seatrade Cruise Global, Miami BeachThe cruise refit and interior conversation. The 2026 edition ran in April and has passed, so this is the next one to work
7 to 11 Jun 2027
Upcoming		Nor-Shipping, Oslo and LillestromNordic owners and offshore. Sits with your SRC Nordic entity in Tananger
2 to 5 Nov 2027
Upcoming		Europort, Rotterdam AhoySpecial-purpose and complex vessels, which is your profile exactly. Biennial, so this is the next Rotterdam edition
1 to 5 Jun 2026
Passed		Posidonia, AthensGreek owners are the largest repair buyers in Europe. If anyone from SRC attended, that badge list is a warm list we can work now
13 to 16 Apr 2026
Passed		Seatrade Cruise Global, Miami BeachSame point. A passed show is not a dead list, it is an unworked one, and nobody else is following it up in August
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09

How this actually runs

Rather than describe the system in another paragraph, here is a walkthrough of the thinking behind this specific plan.

Four and a half minutes, recorded for SRC rather than a generic demo.

Recorded for SRC4 min 25 secNo sign-up needed
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10

The first ninety days

What actually happens, week by week.

Weeks 1 to 2
Set upLock segments and priority markets with you. Build the list. Stand up sending infrastructure on a domain that is not src.ee, and warm it properly. Agree what counts as a good lead in your words, and which of your five entities each reply routes to.
Weeks 2 to 4
Build the signalsPort state control detention and deficiency feeds live and filtered to your disciplines. Drydock window model built. First guest-review pass run. You see every list, with named vessels, before a single email goes out.
Weeks 3 to 6
Go liveDetention outreach first, because those are the hottest and most perishable names. Evergreen starts alongside it, segment by segment. First meetings expected in this window.
Weeks 6 to 12
Tune and widenLook at what replied per signal. Kill what does not produce, deepen what does. Add markets and languages across your five entities. Turn on the tender feed and the drydock-yard partner channel. Report on meetings, not open rates.
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11

How we protect your name

Maritime is a small industry with a long memory. Bad outreach would cost you more than it could ever earn.

Every message passes a quality gate before sending. Scored for deliverability and for whether it actually speaks to the person receiving it. Both have to pass, in the same pass, with no exceptions.

We never send from src.ee. Separate sending domains, properly warmed, so your primary email reputation is never exposed.

We never lead with a detention as an accusation. A held ship is a fact the recipient already knows. It is used as timing, never as leverage, and if a message would embarrass the person reading it, it does not go out.

No claim about SRC that you have not given us. Everything we say about your capability comes from you, and no figure goes into copy unverified.

12

What we need from you

Short list. Most of it is one conversation.

  • Which line comes first. You said technical and repair. Confirm whether interior refits and the green-shift retrofits run alongside it or wait.
  • Which of the five entities takes which market. Estonia, Norway, Netherlands, Italy and the US are on your contacts page. We need the routing rule so a Rotterdam reply does not land in Tallinn.
  • Who owns the replies, and how fast. A detention is perishable. If a superintendent replies on Tuesday and nobody answers until Friday, the signal was wasted.
  • Who we must not contact. Existing clients, live tenders, anyone your team is already working. We suppress before the first send, not after.
  • Which references can be named in copy. Silja Europa, Victoria I, Freedom of the Seas, Maersk Supply Service, Jan De Nul and the SPS projects are all on your site. Public on a website is not the same as cleared for outreach.
  • Whether Fairlead is sold separately. It changes whether offshore is one campaign with the marine side or its own engine with its own list.
  • A CRM, or the decision not to have one. There is no CRM on your site today. We can work to a shared inbox, but you will lose attribution and you will lose the compounding value of the list.
13

What is not in this document

The method is above, in full, because you should be able to judge it. Three things are deliberately not written down, with the honest reason:

  • The ships held in European ports this week. It is a live list that changes daily. A document is the wrong container for it, and a stale detention is worse than no detention.
  • The named owners and superintendents behind them. We do not put real companies and real people into a file that can be forwarded.
  • The opening lines themselves. They stop working the moment they circulate. You see them on screen instead.
See the live list on the call
Team behind RevSculpt
Artyom Jurkevich
Artyom Jurkevich
Founder, RevSculpt

You would be talking to me, not an account manager. I take the call, and I run the first sends myself.

  • 12 years in B2B sales, founder-led outbound at the core
  • 2× agency founder · 1 exit
  • Salesforge Forge Expert · Clay-certified · GTM Club host & speaker
  • $50M pipeline driven for clients across 15 verticals
Top brands we have helped our clients land
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Thirty minutes, and you keep the list either way.

  1. We show you this week's held ships. Named vessels, named owners, the deficiency that caused the hold, and which of your disciplines it needs.
  2. You keep it. Whether or not you work with us. It is yours at the end of the call.
  3. We tell you if it is not a fit. On the call, not three emails later.
Book a 30 min callOr reply to the thread with a day that works.

We will cover what it costs on the call. It depends on scope, and we would rather quote you accurately than generically.