Rightship GHG Emission Rating
Transcript of Rightship GHG Emission Rating
Calculating and Comparing CO2
Emissions from the Global Maritime Fleet
August 2011
VISION
“To be the supplier of choice of marine vetting services to
achieve with our customers a safer and cleaner maritime
environment”
MISSION
To enable our customers to reduce their marine risk by
providing comprehensive marine assessments on vessels and
marine suppliers
Background
Warming of the climate system is now considered to be unequivocal, and evident from observations
of increases in global average air and ocean temperatures, widespread melting of snow and ice and
rising global average sea level1. Global greenhouse gas (GHG) emissions due to human activities have
grown since pre-industrial times, with an increase of 70% between 1970 and 2004, and most of the
observed increase in global average temperatures since the mid-20th century is considered very likely
due to the observed increase in anthropogenic GHG concentrations1. Discernible human influences
also extend beyond average temperature to other aspects of climate. Carbon dioxide (CO2) is the
most important anthropogenic GHG.
To mitigate forecast destructive climate
change consequent to further global
warming, anthropogenic GHG emissions
must be stabilised and reduced. This is a
global challenge to be addressed by all
countries with consideration of all
significant emission sources. For 2007,
shipping was estimated to have emitted
3.3% of global CO2 emissions, to which
international shipping contributed 2.7%,
or 870 million tonnes2. Although
international shipping is the most carbon
efficient mode of commercial transport,
total emissions are comparable to those of
a major national economy, necessitating
emission reduction3. Moreover, according
to the IMO’s GHG Study2, if unabated,
shipping’s contribution to GHG emissions could reach 18% by 2050.
This emissions breakdown does not divide into all ships equally and considerations such as ship size,
fuel type and engine performance as well as advances in maritime technology mean that some ships
are more efficient than others. Recognising that such vessel specific sustainability information is
dispersed and costly to obtain and coordinate in a systematic manner, RightShip created its GHG
Emissions Rating to make it easy for our customers to consider sustainability within their selection
processes.
1 IPPC, 2007. Climate Change 2007:Synthesis Report. Contribution of Working Groups I, II and III to the Fourth
Assessment Report of the Intergovernmental Panel on Climate Change [Core Writing Team, Pachauri, R.K. and
Reisinger, A. (eds.)]. IPCC, Geneva, Switzerland, 104 pp.
2IMO, 2009. Second IMO GHG Study 2009. International Maritime Organization (IMO) London, UK.
3 ICS, 2009. Shipping, World Trade and the Reduction of CO2 Emissions. International Chamber of Shipping,
London, UK.
Contents
1. Summary ......................................................................................................................................... 1
2. IMO MEPC EEDI ............................................................................................................................... 2
3. RightShip’s GHG Emissions Rating .................................................................................................. 2
3.1 EVDI™ ...................................................................................................................................... 3
3.1.1 Data Sources ................................................................................................................... 3
3.1.2 Assumptions .................................................................................................................... 4
3.1.3 Ship Types ....................................................................................................................... 5
3.2 GHG Emissions Rating A - G Scale ........................................................................................... 6
3.2.1 GHG Emissions Rating Calculation .................................................................................. 7
3.2.2 Comparing Existing Ship’s CO2 Emissions ....................................................................... 9
3.2.3 RightShip’s GHG Emissions Rating vs EEDI Reference Line ........................................... 11
4. RightShip’s Size & Type GHG Emissions Rating ............................................................................. 12
5. Presentation of Information in SVIS™ ........................................................................................... 14
6. EVDI™ – A Practical Application .................................................................................................... 16
7. RightShip’s Environmental Rating ................................................................................................. 18
7.1 Retrofits and Upgrades ......................................................................................................... 19
8. RightShip – In a Nutshell ............................................................................................................... 20
9. Contact Information ...................................................................................................................... 20
Confidentiality
This report contains information, which is confidential to RightShip Pty Ltd (RightShip) and may not
be reproduced in any form or communicated to any other person, firm or company without the prior
written approval of RightShip.
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1. Summary In July 2011, the International Maritime Organization’s (IMO) Marine Environment Protection
Committee (MEPC) adopted mandatory measures to reduce Greenhouse Gas (GHG) emissions from
international shipping through amendments to MARPOL Annex VI Regulations. These amendments
include application of the Energy Efficiency Design Index (EEDI) for new ships which will require new
ships to meet a minimum level of energy efficiency.
The IMO MEPC formulated the EEDI, and an Energy Efficiency Operational Indicator (EEOI), as
measures of a ship’s CO2 emissions. The EEDI is calculated using characteristics of the ship at build,
incorporating parameters that include ship capacity, engine power and fuel consumption.
RightShip has developed an Existing Vessel Design Index (EVDI™) and a Greenhouse Gas (GHG)
Emissions Rating. Similar to the IMO MEPC’s EEDI, RightShip’s EVDI™ measures a ship’s CO2
emissions, however, unlike the EEDI, the EVDI™ can be applied to existing ships. The GHG Emissions
Rating is a practical measure derived from the EVDI™ that allows relative comparison of a ship’s CO2
emissions to vessels of a similar size and type. Ship types are largely consistent with those used by
IMO MEPC.
The EVDI™ and GHG Emissions Rating calculations and examples of their real-world application are
detailed in this report.
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2. IMO MEPC EEDI The Energy Efficiency Design Index (EEDI) was developed to measure the CO2 emission performance of new ships and is calculated from ship design and engine performance data. The intended application of this index was to stimulate innovation and technical development of all elements influencing the energy efficiency of a ship from its design phase. The EEDI is calculated by the following formula4:
in which:
• ME and AE, represent Main Engine(s) and Auxiliary Engine(s);
• P, the power of the engines (kW);
• CF, a conversion factor between fuel consumption and CO2 based on fuel carbon content;
• SFC, the certified specific fuel consumption of the engines (g/kWh);
• Capacity, the deadweight or gross tonnage (tonnes);
• Vref, the ship speed (nm/h); and
• fj, a correction factor to account for ship specific design elements (e.g. ice-class)
3. RightShip’s GHG Emissions Rating RightShip believes the maritime industry needs a systematic and transparent means of comparing
the relative efficiency and sustainability of existing vessels.
The GHG Emissions Rating is an innovative measure that allows comparison of a ship’s CO2 emissions
relative to peer vessels of a similar size and type using a simple A - G scale. Ship types are largely
consistent with those used by IMO MEPC.
4 IMO, 2009. Interim Guidelines on the Method of Calculation of the Energy Efficiency Design Index for New
Ships. Circular MEPC.1/Circ.681. International Maritime Organization, London, UK.
The calculated EEDI is a theoretical measure of the mass of CO2 emitted per unit of transport
work (grams CO2 per tonne nautical mile) for a particular ship design.
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3.1 EVDI™ RightShip’s Existing Vessel Design Index (EVDI™) is the core measure used to calculate the RightShip
GHG Emissions Rating and is comparable across all vessels in RightShip’s Ship Vetting Information
System (SVIS™) database.
RightShip has developed the EVDI™ to address the 60,000+ vessels currently in service, which
annually contribute over 1 billion tonnes of CO2 to the atmosphere.
The DNV paper that initially proposed the EEDI to IMO’s MEPC suggested that from a technical
perspective it is possible to retrospectively apply the EEDI to existing ships, and IMO has now
documented EEDI benchmarks and reference lines based on the existing fleet and historical data.
3.1.1 Data Sources
EVDI™ values are calculated from vessel performance information and associated data.
The primary sources of this data are:
RightShip’s Ship Vetting Information System (SVIS™),
IHS Fairplay (IHS) database,
Classification societies,
Owner’s data, and
Ship-sourced data.
RightShip understands that the reliability of our calculations directly correlates to the accuracy of
source data used. With this in mind RightShip will continue to verify its base data and source
additional accurate data when the need presents.
RightShip welcome feedback pertaining to any missing/additional/inconsistent information, contact
can be made by way of the SVIS™ portal or via [email protected]
RightShip's EVDI™
• Over 60,000 Existing Ships
IMO MEPC’s EEDI
• New Ships
Similar to the IMO MEPC’s EEDI, RightShip’s EVDI™ measures a ship’s CO2 emissions, however
unlike the EEDI that is applied only to new ships the EVDI™ is designed for application to existing
vessels.
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3.1.2 Assumptions
Where ship specific data are not available, for example: specific fuel consumption, the values used in
the EVDI™ calculation are based on the same assumptions used in the IMO GHG Study2 and/or
detailed in IMO Circulars on calculation of the energy efficiency measure4. RightShip’s approach also
utilises the same data set recognised by IMO MEPC in their establishment of an EEDI reference line
for new ships. Assumptions are shown below:
• Specific Fuel Consumption (Main Engine), SFCME:
Engine Age MCRME (kW) SFCME (g/kWh)
Pre-1983
> 15,000 205
5,000 to 15,000 215
< 5,000 225
1984-2000
> 15,000 185
5,000 to 15,000 195
< 5,000 205
2001-2007
> 15,000 175
5,000 to 15,000 185
< 5,000 195
• Specific Fuel Consumption (Auxiliary Engine), SFCAE:
Engine Age MCRAE > 800 kW MCRAE < 800 kW
Any 220 g/kWh 230 g/kWh
• Power (Main Engine), PME: = 0.75 MCRME
• Power (Auxiliary Engine), PAE:
MCRME > 10,000 kW < 10,000 kW
PAE =(0.025*MCRME)+250 0.05*MCRME
• Ship Speed, Vref: = Design Speed
Capacity:
o 100% deadweight, for bulk carriers, tankers, gas tankers, ro-ro cargo and
general cargo ships
o 70% deadweight, for containerships
o 100% gross tonnage for passenger and ro-ro passenger ships
• CO2 Conversion Factors, CF:
Fuel Type Carbon Content CF
(t-CO2/t-Fuel)
Diesel/Gas Oil (DGO) 0.875 3.206
Light Fuel Oil (LFO) 0.86 3.15104
Heavy Fuel Oil (HFO) 0.85 3.1144
Liquified Petroleum Gas (LPG)
Propane 0.819 3.000
Butane 0.827 3.030
Liquified Natural Gas (LNG) 0.75 2.750
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3.1.3 Ship Types
The categories of ship used for the derivation of comparative GHG Emissions Ratings largely follow
those in the IMO document MEPC 61/WP.105 as follows:
01 Bulker
02 Chemical Tanker
03 Container
04 Crude & Products Tanker (inc OBO)
05 Cruise
06 General Cargo
07 LNG Tanker
08 LPG Tanker
09 Refrigerated Cargo Ship
10 Vehicle
11 Ferry Pax Only
12 Ro Ro Cargo Ship : weight carrier
LNG and Passenger Vessels: The EEDI, as presently constructed, is not designed or intended for
application to LNG and passenger vessels which have diesel-electric, turbine, and other non-
conventional means of propulsion. It is anticipated that the IMO will develop refined parameters,
formulas, and reference baselines for these ships in the near future. Accordingly, any attempted
evaluation of this type of ship using the EVDI™ should be understood to be outside of the effective
purpose of the index.
Ice Class Vessels: Ice-class vessels have design and structural features that increase their estimated
EVDI™ relative to similarly-sized conventional vessels. Until suitable correction factors can be
developed and applied, the EVDI™ for ice-class vessels is likely to overstate the actual CO2 output.
The separation of gas and chemical tankers: The EEDI currently combines the performance of Gas
Tankers into a single reference line. Based on the bimodal distribution of the underlying data,
RightShip believes a better statistical comparison can be achieved by analysing LNG and LPG Tankers
separately. Chemical tankers are similarly considered separately from other tankers (Crude &
Products) to acknowledge different design characteristics.
5 IMO, 2010. Report of the Working Group on Energy Efficiency Measures for Ships. Annex 2. Guidelines for
calculation of reference lines for use with the Energy Efficiency Design Index. Paper MEPC 61/WP.10 Annex 2.
International Maritime Organization, London, UK.
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3.2 GHG Emissions Rating A - G Scale A vessel’s GHG Emissions Rating is presented using the standard European A – G scale. The
efficiency is rated from A through G, the most efficient being A, the least efficient being G.
Figure 1: GHG Emissions Rating A - G Scale
The vessel’s position on the scale reflects their EVDI™ value relative to vessels of similar size and
type and based on their EVDI™ Size Score as follows:
Figure 2: EVDI™ Size Score Group
The GHG Emissions Rating Size Group: A - G, are based on the EVDI™ Size Score, which indicates the
number of standard deviations a vessel varies from the average for similar sized vessels of the same
ship type.
If the distribution of log transformed EVDI™ Size Scores exactly fitted a normal distribution, the score
ranges would match fixed percentiles of the data set, for example:
<-2 = 0 to 2.5%, <-1 = 2.5 to 16%, <-0.5 = 16 to 32%, <0.5 = 32 to 68%, <1.0 = 68 to 84%, <2.0 = 84 to
97.5% and >2.0 = 97.5 to 100%
However each vessel size group is a subset of the entire ship type group and consequently
percentages within a subset size group will have some variability from these percentages. The size
groups are discussed in detail at 3.2.2
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3.2.1 GHG Emissions Rating Calculation
To produce an A - G Rating, EVDI™ values are converted using a logarithmic calculation - due to a
strongly skewed distribution of raw data, to permit correct and normalised statistical comparison.
The transformed value allows calculation of a z score which is the metric that determines the GHG
Emissions Rating.
The reasoning is best described by example: The frequency of occurrence of EVDI™ values for bulk
carriers is presented in Figure 3. The distribution of values for all ships does not fit a normal bell-
shaped curve, with the average of all values not central to the distribution. Direct comparison of
individual ship values to the average value would therefore have a bias against above average ships.
This is the case for both the overall ship type and the ship size group within the ship type.
Figure 3: Frequency distribution of EVDI™ values for all bulk carriers in the SVIS™ database and two dwt
banding examples.
EVDI™ Log EVDI™ Z Score
(Size & Type)
EVDI™ Size
Score
GHG Emissions
Rating
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Applying a logarithmic transformation to the calculated EVDI™ values normalises the frequency
distribution for both the overall ship type and ship size groups within the ship type (Figure 4). This
enables individual ship values to be compared accurately to the average for ship type or ship size
group within the ship type.
Figure 4: Frequency distribution of logarithmic (ln) transformed EVDI™ values for all bulk carriers in the SVIS™ database and two dwt banding examples.
A z-score is a standard measure of the variation of an individual value from the average, and is
calculated by dividing the difference between the ship value and the overall average for the type or
size within the type by the standard deviation for the type or size within the type.
z score = –
Where:
• yi is the ship ln EVDI™ value,
• ŷ is the average of ln EVDI™ values for the type or size group within the type
• s is the standard deviation of the ln EVDI™ value distribution for the type or size group
within the type
The method for comparing an individual ship’s EVDI™ value to the ship type or size group within
the ship type, and to derive the EVDI™ Size Score reported in the RightShip GHG Emissions
Rating, is based on calculating a statistical z-score.
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Because the z score is a standardized value that represents the value of the variable from a normal
distribution with a mean of zero and a standard deviation of one. Z scores can therefore be
compared across data sets with different value scores and ranges.
For the purpose of the RightShip GHG Emissions Rating, the negative z score is used; i.e. the sign,
positive or negative, of the calculated z score is reversed. This is done because the z score calculation
will give positive numbers for values above the average (high EVDI™) and negative numbers for
values below the average (low EVDI™). Because low EVDI™ values represent better energy efficiency,
assigning a positive value to the score is considered to better represent good performance.
The GHG Emissions Rating will almost always use a different dataset for each vessel’s relative
calculation and as older vessels are scrapped and new vessels are commissioned, relative
performance naturally adjusts and vessels continue to do better and worse than the average.
3.2.2 Comparing Existing Ship’s CO2 Emissions
As mentioned throughout section 3 the RightShip GHG Emissions Rating methodology differentiates
between vessel type and size. The major ship types that the rating applies to are shown below:
Ship Type Basis of Size
Range
Size Rating
Range (Vessels)
Approximate
Number of Ships
Bulker DWT 200 11,300
Chemical Tanker DWT 50 700
Container TEU 200 5,300
Crude & Products Tanker (inc OBO) DWT 200 10,300
Cruise GT 50 600
General Cargo DWT 100 11,700
LNG Tanker CBM 50 400
LPG Tanker CBM 50 1,200
Refrigerated Cargo Ship DWT 50 1000
Vehicle DWT 50 800
The Size Rating Range (Vessels) column shows the number of vessels by Ship Type included in the
EVDI™ Size Score calculation. The number of ships chosen for comparison is based on the quantity of
ships of the type in the SVIS™ database and their size distribution.
For the typical GHG Emissions Rating calculation, the size comparison is to the 50, 100 or 200 ships
within the type that are closest in capacity (dwt, gt, teu or cbm) to the individual ship, for example:
For vessel types in the 100 Size Rating Range, the 50 ships with capacity closest to, but less than the
ship, and the 50 ships with capacity closest to but greater than the ship.
Where there are insufficient quantity of vessels to allow for an even split of vessels (near to the
upper and lower ends of the group) the Size Rating Range (Vessels) is adjusted to best approximate a
like-for-like comparison, for example: The second largest bulk carrier would be compared to the 199
bulk carriers immediately smaller and the 1 larger bulk carrier to determine its GHG Emissions
Rating.
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Scattergrams of the calculated EVDI™ Size Scores for each of these ship types against capacity (dwt,
gt, cbm or teu) show the EVDI™ Size Score/capacity relationship to be best represented by a power
regression line, as recognised by IMO MEPC in their establishment of an EEDI “reference line” for
new ships.
Detailed analysis of the EVDI™ Size Scores across RightShip’s SVIS™ database has shown the method
used to develop a comparative rating of EVDI™ Size Scores as a component of the RightShip GHG
Emissions Rating, is applicable across the different ship types. The method therefore provides a
statistically valid means of comparing the energy efficiency of existing ships.
Notwithstanding a vessel’s individual size, speed and year of build it is possible to demonstrate that
certain vessels simply perform better and it is important that such sustainability is factored in to the
selection process. By using appropriate mathematical techniques, a meaningful comparison between
vessels can be achieved and as shown by Figures 5 and 6 below, newer vessels do not always
perform as well as their existing peers. Again both positive and negative ratings are evident across
the full range of data under consideration.
Figure 5: Scattergram of EVDI™ Size Scores for Bulk Carriers between 50,000 and 55,000 dwt.
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Figure 6: Scattergram of EVDI™ Size Scores for Bulk Carriers between 175,000 and 200,000 dwt.
3.2.3 RightShip’s GHG Emissions Rating vs EEDI Reference Line
The IMO’s MEPC has calculated EEDI reference lines which denote the maximum allowable EEDI
values that new ships constructed can have in order to be issued an International Energy Efficiency
Certificate.
RightShip’s GHG Emissions Rating empowers SVIS™ users to find vessels that exceed the benefits of
the reference line and consequently maximise sustainability, efficiency and economic benefits. The
diagram below shows EVDI™ values associated to A – G Ratings for Bulk Carriers > 2,000 dwt and the
EEDI reference line (Y = 961.79x-0.477) as specified in MEPC 62/6/4
Figure 7: EVDI™ related to A – G Ratings and IMO’s MEPC Reference Line for Bulk Carriers > 2,000 dwt.
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4. RightShip’s Size & Type GHG Emissions Rating RightShip realised that in addition to the GHG Emissions Rating for vessels, a more holistic measure
needed to exist, to provide insight into the vessels efficiency compared to all ships within the ship
type.
The Size & Type GHG Emissions Rating for an individual ship is calculated by the addition of two
scores: the z score determined relative to the ship type and size group, added to the z score
determined relative to the overall ship type.
Size & Type GHG Emissions Rating = -z score Size & Type + -z score Type
The incorporation of the two components is considered important because it considers both the
efficiency of the ship relative to other ships of the same type and similar size, and the efficiency
within the ship type overall.
By design, the EVDI™ generally returns lower numbers, indicating better efficiency, for larger
capacity ships, because the amount of CO2 emitted per unit of transport drops as ship size increases.
This is because the engine power/fuel consumption and cargo capacity do not increase as a 1:1 ratio.
Although in most situations comparisons will be between ships of similar size, it is important to also
reflect the varying efficiency between different sizes residing within a ship type.
EVDI™ Log EVDI™ z Score (Size & Type) +
z Score (Type)
Size & Type GHG Emissions Rating
The Size & Type GHG Emissions Rating was developed to address this need and offers users the
capability to compare and understand a vessel’s efficiency across the entire ship type.
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Using the EVDI™ calculations for bulk carriers as an example, Figure 8 shows a scattergram of EVDI™
Size Scores against dwt, Figure 9 shows EVDI™ Type values against dwt, and Figure 10 shows GHG
Emissions Ratings against dwt.
Figure 8: Scattergram of the EVDI™ Size Scores against a ship’s dwt for all bulk carriers in SVIS™
Figure 9: Scattergram of the EVDI™ Type value against a ship’s dwt for all bulk carriers in SVIS™
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Figure 10: Scattergram of the Size & Type GHG Emissions Rating, against a ship’s dwt for all bulk carriers in SVIS™
What the 3 charts above show:
For the GHG Emissions Ratings (Figure 8), there is a relatively even spread of scores above
and below zero across all sizes, whereas
For the overall ship type values (Figure 9), most small ships (< 50,000 dwt) have negative
ratings and all large ships (> 100,000 dwt) have a positive rating, and
Combining the two into Size & Type GHG Emissions Ratings (Figure 10) results in a more
even distribution. There are still more small ships with a negative rating and more large
ships with a positive rating, but with positive and negative ratings evident across almost the
full size range.
5. Presentation of Information in SVIS™ Within SVIS™, the Size & Type GHG Emissions Rating is presented in a summary table showing the
value of the rating and an accompanying graphic (Figure 11).
A detailed table is also provided which displays data used in calculating, the EVDI™ Size Score and
accompanying GHG Emissions Rating graphic, and hyperlinks (in blue) to the top five rated peer
vessels based on EVDI™ Size Score (Figure 12). The top rated peers enables the user to identify the
relative performance differential between any given vessel and the most efficient in its peer group.
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Figure 11: Example of the Size & Type GHG Emissions Rating snapshot for an individual ship in SVIS™.
Figure 12: Example of the GHG Emissions Rating data table for an individual ship in SVIS™.
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6. EVDI™ – A Practical Application
The following page shows 3 tables, common among each are the vessels selected and their 170,000
to 175,000 dwt range and the 11,023 nautical mile voyage as illustrated above in (Figure 13).
Although complications regarding ballast leg measurement and confusion around who should be
responsible for vessel emissions exist, these simple examples highlight the potential environmental,
sustainability and efficiency benefits, and economic savings accessible through informed selection.
Actual emissions for a voyage will vary from this theoretical calculation due to the fuel consumption
and consequent emissions varying with voyage characteristics such as actual speed, cargo load and
weather conditions.
EVDI™ is an estimated measure of the CO2 emitted per tonne nautical mile travelled.
Therefore a vessel’s theoretical footprint is the EVDI™ multiplied by both the distance travelled
and tonnes carried: CO2 footprint = EVDI™ x nautical miles travelled x tonnes carried
11,023 nautical miles
Figure 13: Possible voyage plan from Vitoria, Brazil to Qingdao, China.
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CO2 emitted for the 11,023 nautical mile journey:
The cost of CO2 using USD23.00, the approx price of carbon proposed by the Australian Government:
GHG Emissions Rating
DWT EVDI™ USD Cost of CO2 USD Variation
from Mean % USD Variation
from Mean
A 170,164 2.39 $102,928 -$29,270 -22%
B 172,964 2.63 $115,309 -$16,889 -13%
C 172,964 2.75 $120,598 -$11,600 -9%
D 171,516 2.94 $128,036 -$4,162 -3%
E 171,681 3.15 $137,228 $5,031 4%
F 170,000 3.42 $147,431 $15,233 12%
G 174,285 3.93 $173,855 $41,657 32%
The August 2011 price of fuel / tonne USD650 listed at www.bunkerindex.com (Singapore IFO 380):
GHG Emissions Rating
DWT Power (Kw) USD Price of
fuel for voyage USD Variation
from Mean % USD Variation
from Mean
A 170,164 12,400 $1,134,120 -$342,787 -23%
B 172,964 16,044 $1,387,498 -$89,410 -6%
C 172,964 15,404 $1,332,150 -$144,757 -10%
D 171,516 16,861 $1,412,400 -$64,508 -4%
E 171,681 18,736 $1,517,494 $40,587 3%
F 170,000 18,661 $1,630,174 $153,267 10%
G 174,285 19,670 $1,924,516 $447,608 30%
GHG Emissions Rating
DWT EVDI™ CO2 Tonne Variation from
Mean Variation from
Mean %
A 170,164 2.39 4,475 -1,272 -22%
B 172,964 2.63 5,013 -734 -13%
C 172,964 2.75 5,243 -504 -9%
D 171,516 2.94 5,567 -181 -3%
E 171,681 3.15 5,966 218 4%
F 170,000 3.42 6,410 662 12%
G 174,285 3.93 7,559 1,811 32%
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7. RightShip’s Environmental Rating The RightShip Environmental Rating provides a
comprehensive assessment of a vessel’s environmental
and sustainability credentials. It is independent to
RightShip’s Risk Rating, the GHG Emissions Rating and the
EVDI™. The Environmental Rating was developed to
complement these RightShip measures and to give users
the capability of making a more holistic vessel selection.
The environmental rating is accessed through SVIS™ and
has a similar look and feel to the RightShip Risk Rating.
The data that contributes to the Environmental Rating computation is displayed on the same screen
as the rating itself. A selection of this data is shown below:
Figure 15: Some of the data that contributes to the Environmental Rating.
The environmental rating is based on analysis of data including pollution incidents, ISO14001,
MARPOL deficiencies and affiliations with RightShip partners including AUSMEPA, Green Award and
class societies’ environmental certification/programs.
Figure 14: Environmental Rating.
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7.1 Retrofits and Upgrades Vessels that acquire eco-efficiency technologies and or measures such as: Hull surface coating, fixed
sails and exhaust gas cleaning systems (scrubbers), are eligible for recognition from RightShip. The
efficiency retrofits and or upgrades are documented as part of the SVIS™ Environmental Rating page,
as shown:
Figure 16: Display of a vessel’s efficiency retrofits and or upgrades.
Approved enhancement measures will have a plus + sign adjoined to their GHG Emissions Rating.
Shown for the D rated vessel below:
Figure 17: A plus + sign is adjoined to a vessel’s GHG Emissions Rating for recognised retrofits and or upgrades.
RightShip believe it is important to acknowledge and reward owners who have invested capital and
systems to operate above compliance and the plus + notation goes a long way in this regard.
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8. RightShip – In a Nutshell
RightShip is committed to achieving with our customers a safer and cleaner maritime environment.
RightShip’s major services are:
Online vetting through our proprietary web-based Ship Vetting Information System (SVIS™),
Physical inspections of ships worldwide,
Vessel environmental performance assessments,
Hosting and supporting clients’ own in-house vetting system, and
Advice on vetting policy and processes.
9. Contact Information Warwick Norman Chief Executive Officer Suite 1308 530 Lt Collins Street Melbourne Vic 3000 Australia +61 3 8686 5741 (office) +61 419 582 855 (mobile) [email protected]
Eric Clarke Vice President – Americas Suite 300, 2600 South Shore Boulevard League City Texas 77573 United States of America +1 (281) 245 3381 (office) +1 (850) 624 6315 (mobile) [email protected]
David Peel European Manager Floor 15 30, St Mary Axe London EC3A 8BF United Kingdom +44 207 868 1621 (office) +44 778 5921582 (mobile) [email protected]
Wayne Blumenthal Commercial & Strategic Manager Suite 1308 530 Lt Collins Street Melbourne Vic 3000 Australia +61 3 8686 5747 (office) +61 402 288 187 (mobile) [email protected]