All commercial vessels over 500 tonnes currently operating worldwide are listed in our database automatically. 

Owners don’t need to take any action to have their ships available in the system for our clients to view.

RightShip’s vetting system draws data from reliable sources including Lloyd’s Register Fairplay, Port State Control inspections, terminal records, and casualty data.  The online vetting system evaluates all the available data to give prospective charterers and other interested parties an overview of the levels of risk for each ship.

As a subscriber you can search for your ships any time and check the data and risk rating that the system provides. 

We also offer a shipowners’ module, so subscribing owners can get reports and other assistance in tracking their own vessels’ performance.

Please contact us to find out more.

We source data for the vetting system from reliable sources around the world, and rely on the accuracy of data in making risk evaluations. 

If you are aware of any information that is inaccurate, it helps everyone if you pass on the correct information.

If you have changes to ship’s particulars, or to owner/manager details, you can advise Lloyds Register Fairplay directly by emailing them at ships-data-feedback@lrfairplay.com

RightShip sources reliable data from many independent sources, including Lloyds Register Fairplay, casualty data, Port State Control and terminal performance information.

All vessels currently operating worldwide are listed in the database, so you don’t have to give us data to have your ship vetted by RightShip subscribers.

Owners do have the opportunity to provide additional data, to have their ships inspected and under certain circumstances to have their operations audited, which may contribute to vessels’ ratings in the vetting system.

Please contact us to find out more.

We always welcome new sources of reliable data, and owners or operators can provide extra information to RightShip through inspections, RightShip management reviews and questionnaires.

Please contact us to discuss this.

RightShip’s system uses a computer-based algorithm to evaluate data under around 50 separate risk factors.  It uses this data to deliver a rating which shows whether, at the time to the vet is done, the overall level of risk of the vessel for the nominated task is considered low or high. 

The rating is in the form of stars, from one (highest risk) to five (lowest risk).  A ship rated three stars or more is generally passed without further review, while a vessel rated one or two stars will generally need closer examination, often including a physical inspection, before RightShip will pass it as an acceptable risk.

It is very important to remember that while RightShip’s rating shows the risk profile of a vessel, and is based on solid data and proven analysis, it is not a definitive indicator of the vessel’s suitability.  Rather, it indicates the extent of review and follow-up with owners that may be required for the ship to be passed as an acceptable risk.  It is possible for ship the system rates as higher risk to ultimately be passed as acceptable, provided all is found in order after closer review.

Owners can help ensure satisfactory performance against RightShip’s risk factors by making sure their Safety Management System has adequate procedures for the effective management, supervision and inspection of the vessel and that everyone concerned complies with regulatory requirements.

RightShip’s system has built-in incentives for specific improvements such as:

·        Owners’ membership of Intercargo (adds 5 points for all fleet vessels)

·        Green Award certification (adds 15 points for certified vessels).

Flags and class societies receive more points for better performance (recorded in MOU annual reports), so changing to a higher-ranked flag or class society may deliver better ratings – however, the system automatically deducts points for changes of flag or class so this option would need to be carefully considered.

Vessels may also get an improved rating after inspection.  Owners should be aware that points allocated from inspections are only valid for twelve months.

The number and severity (coding) of deficiencies recorded at Port State Control inspections will impact on the vessel’s rating. 

On review, RightShip’s rating may be improved if owners provide satisfactory information regarding the outcome of root cause analysis, details of corrective actions taken and preventive actions taken to prevent reoccurrence on this and other vessels in your fleet for each of the deficiencies. RightShip will require substantiating evidence (photographs, copies of work instructions, Circulars etc) before restoring the vessel’s risk rating.

What other factors affect the rating?

As well as the key scoring risk factors, the rating can also be influenced by factors including:

·        Incidents Under Review

·        Casualty Under Review

·        Lloyds Reported Casualty

·        Laid-Up or Under Repair

·        Class Suspension / Withdrawal

·        Not IACS Classed

·        Derate (Target) Flag (designated by RightShip annually, based on poor MOU performance)

·        Close-out or change by RightShip to any of the factors above, after owners have provided satisfactory information about the actions they have taken in response to these factors.

Rating changes are calculated automatically by the system when vets are done – they are not based on any action from RightShip.

The rating that our system gives each ship is based on a complex algorithm that takes into account over 50 separate factors that have been found to link with marine risk.  The rating can change continuously as data is received, if the system detects a change in one or more of the risk factors.

Please also see “How is the RightShip rating calculated?”  

RightShip customers can elect to receive automated advice about rating changes to vessels they have placed on a special interest list. 

Subscribing owners can also use RightShip’s shipowners’ module to track their own fleet’s performance and ratings, including any changes. Please contact us to find out more about subscribing.

All RightShip subscribers can check the history and risk rating of any of about 70 000 vessels in the system, and instantly get data and a risk rating. 

Please contact us to find out how to subscribe, or to take up a trial subscription.

RightShip does not have a set list of vessels that are ‘recommended’ or ‘not recommended’.

We will only provide a recommendation to specific vetting requests submitted to us by subscribers.  Each recommendation is based on data available at that time, for that task, and is valid only for that specific vetting request.

RightShip subscribers can check data and the current risk rating for any of about 70 000 vessels in the system. 

Please contact us to find out how to subscribe, or to take up a trial subscription.

RightShip does not have a set list of vessels that are ‘recommended’ or ‘not recommended’ and we do not issue ‘approvals’

We will only provide a recommendation to specific vetting requests submitted to us by subscribers.  Each recommendation is based on data available at that time, for that task, and is valid only for that specific vetting request. Vessels are reviewed each and every time they are nominated for a particular purpose.

The final decision in every case on whether to accept the vessel is a commercial decision made by the customer.

Owners can improve how their vessels are rated by addressing risk factors – see How can an owner improve a vessel’s rating?

For more information, see also How does RightShip’s rating system work? and How is the RightShip risk rating calculated?

Our users vet a vessel for a nominated task.  The recommendation is only valid for that vet, at that point in time, for that task.  The next time they need a vessel for a task, they do another vet – whether the rating is the same depends on whether any of the risk factors have changed in the meantime.

That means there is no lasting recommendation, because the rating is dynamic and is adjusted automatically where necessary as new data is received.

For more information, see also How does RightShip’s rating system work? and How is the RightShip risk rating calculated?

The rating is dynamic.  If something about a ship changes in a way that affects its performance against the system’s risk criteria, then there is the potential for the rating to change. 

That means RightShip does not make any recommendation that lasts over a period of time.  All ratings are based on a single vet at a specific point in time and are valid for that vet only.

Please see How does RightShip’s rating system work?

No, RightShip’s recommendation is based on many factors.  Vetting Questionnaires are only a minor preliminary step in the recommendation process. 

Please see How does RightShip’s rating system work?

Yes, there are key components of the review process that can be clarified before a vetting request is submitted, which can improve a vessel’s rating and speed up approval.

For example, if you contact us with details and evidence clarifying these issues relating to a vessel, we can note the information in our system in preparation for vetting requests:

·        PSC performance - if the ship is subjected to a Port State Control inspection you should forward a copy of the report together with the outcome of root cause analysis, details of corrective actions taken and preventive actions taken to prevent reoccurrence on this and other vessels in your fleet for each of the deficiencies

·        Casualties and incidents - if the vessel has been involved in a casualty or incident you should provide details of the event and a copy of investigation report, findings and actions taken. 

Please see How does RightShip’s rating system work?

The rating and recommendation service is available online for RightShip subscribers.  Subscribers can check the rating of over 70 000 ships in the online system anytime.

We welcome shipowners as subscribers, and also offer a special shipowners’ module which helps owners track their ships’ performance.  Please contact us to find out more.

Owners who want to provide additional information to RightShip can contact us via the website and by email – at this point we do not have an automated interface to gather extra owner information.

No, all ships currently operating are evaluated by our online vetting system, so owners do not pay to have their ships available for vetting by our subscribers.

Also, there are no standing vessel recommendations – every vet is valid for that vet only, and ratings can change any time if risk-related data changes – so there is no fee for ‘keeping’ a ship approved. 

Please also see How does RightShip’s rating system work?

Vetting is generally done by charterers, shippers, suppliers or receivers, to check a nominated ship before accepting it.  RightShip customers also include terminals and ports, insurers, marine finance organisations, agents and organisations from other parts of the industry who have a need to review vessel data and risk ratings.

The owner’s role in the process is to make sure their ship performs against important risk criteria, enhancing the prospects of the vessel being evaluated as acceptable by system users.

Our recommendation for a customer’s vetting request is valid only for that particular vet. Vessels are reviewed each and every time they are nominated for a particular purpose.

The rating is continuously recalculated as data is received, so there is no standing recommendation in place and no ‘expiry’ – the rating should remain constant until performance data changes in a way that impacts how the system evaluates the vessel’s risk.

See also How long does a RightShip recommendation stay valid?

Subscribers can check the rating of some 70 000 ships in the online system any time. We welcome shipowners as subscribers, and also offer a special shipowners’ module which helps owners track their ships’ performance.  Please contact us to find out more.

RightShip will provide suggestions wherever weaknesses are identified and in some circumstances, where it is considered necessary, we may suggest office audits of owners and managers.  Please contact us to find out more.

RightShip provides vetting services for our customers. Vetting is the assessment of vessels for the purpose of identifying suitability for a specific customer and the intended use as nominated by that customer.

The vetting process commences when a vetting request is submitted to our system online.  RightShip’s services include:

·        Online vessel ratings and data

·        Approval or review of ratings and data by experienced technical staff

·        Clarification of any issues that may impact the vessel’s suitability or level of risk

·        Vetting questionnaires to owners

·        Vessel inspections.

Please also see How does RightShip’s rating system work? and When is inspection required?

RightShip’s system automatically includes all trading vessels including newly commissioned ships, once they have been allocated an IMO number and been listed by Lloyds Register Fairplay.

For new vessels, owners can help facilitate RightShip approval by providing information about the vessel’s commissioning that indicates appropriate preparation for operation, such as (but not limited to:

1. How long have the Master, Chief Engineer and senior officers been aboard the vessel prior to delivery?

2. What training and familiarisation has been conducted for crew before joining and sailing?

3. Has the DPA attended on board for hand-over and training of crew?

4. Is a Training Officer scheduled to be aboard at take-over and is there to be any shore staff sailing with the vessel for the first voyage?

5. Will a superintendent be sailing with vessel for first voyage?

6. Can copies of completed checklists used to familiarise crew be provided?

We will also require copies of Safety Management Certificate, Document of Compliance, ISPS Certificate, Class and P&I Entry.

A vessel conversion is automatically assessed as a significant change to ship’s risk, because it has a direct impact upon the management of the vessel both aboard and ashore and involved significant structural work.

That means RightShip requires a vessel inspection after all works are completed before we can be confident the new crew and management are adequately prepared to undertake the continued operation of the vessel.

We also require information from owners regarding the management of change, such as (but not limited to):

·        Master and Chief Engineer aboard the vessel for two or more weeks prior to delivery

·        More than two days of crew familiarisation before sailing

·        DPA aboard for handover and training of crew

·        Training Officer aboard at takeover and sailing with the vessel for first voyage after conversion

·        Superintendent sailing with vessel for first voyage after conversion

·        Copies of checklists used to familiarise crew on joining newly converted vessel.

Change of owner or manager is one of the risk factors that may affect a vessel’s ratings, because a change of owner and/or manager has a direct impact upon the management of the vessel both aboard and ashore.

RightShip will consider a vessel’s eligibility for recommendation on a case by case basis and you should contact RightShip well in advance to determine our requirements in your case.

We will consider issues including (but not limited to):

·        Evaluation of the management of change

·        Company performance

·        Possibly, physical inspection of the vessel. 

Information regarding the management of change may include (but not be limited to):

1. How long have the Master, Chief Engineer and senior officers been aboard the vessel prior to delivery?

 2. What training and familiarisation has been conducted for crew before joining and sailing?

3. Has the DPA attended on board for hand-over and training of crew?

4. Is a Training Officer scheduled to be aboard at take-over and is there to be any shore staff sailing with the vessel for the first voyage?

 5. Will a superintendent be sailing with vessel for first voyage?

 6. Can copies of completed checklists used to familiarise crew be provided?

Many vessels are vetted and approved without the need for an inspection.  The following are cases in which RightShip may require a physical inspection of the ship by experienced inspectors before it will consider recommending the vessel as suitable for our customers:  

o   High risk vessels (as rated by the online vetting system)

o   A vessel that has recorded a detention resulting (or likely to result) in prosecution subsequent to MARPOL or SOLAS infringement

o   A vessel that has had a change of owner or manager

o   A vessel that has undergone major repairs or modifications  

The following are cases in which RightShip will require a physical inspection:

o   All Cape vessels at 18 years of age (inspection has 12 month validity)

o   All Panamax vessels at 18 years of age (inspection has 12 month validity)

o   All Handy vessels at 18 years of age (12 month validity)

Vessels which meet other criteria set by individual customers, or which a customer asks to be inspected.

No, we do not routinely need to inspect newbuildings.  However, it is one of a number of options owners can pursue to facilitate approval by RightShip for our customers.

Please see What action is required to obtain recommendation for new vessels?

Dry vessel inspections cost approximately USD$7000 (USD$6000 for Handy Size), general indication only.  RightShip does not issue itemised accounts and all invoicing is by email only.

RightShip does not inspect at load ports.  Inspections can be conducted in all major (discharge) ports worldwide.

Please contact drycargo@rightship.com for a copy of the RightShip Conditions for a dry vessel inspection.

We do not normally conduct inspection during a repair period.  While we are prepared to consider it, we do not recommend it due to disruption of normal shipboard routines. 

We strongly emphasize that we would be inspecting on the basis of a fully operational vessel and will give no dispensation for equipment under repair, incomplete documentation, crew unfamiliarity or inability to operate or demonstrate the vessel to be in a fully operational condition.  Deficiencies will be recorded and assessment made accordingly. 

We highly recommend inspection at first discharge port after repair period.

You should plan for inspection times of approximately 2 working days (1 to 1.5 days for Handy size vessels).  We will endeavour to complete the inspection without delay to the vessel, however require that due consideration be given to the working hours of our inspector and ship’s officers and crew. 

Please contact drycargo@rightship.com for a copy of the RightShip Conditions for a dry vessel inspection.

Yes, Please contact drycargo@rightship.com for a copy of the RightShip Conditions for a dry vessel inspection.

RightShip’s system creates dynamic risk ratings – they change as relevant data changes.  If the rating was to change after the results of an inspection were added to the system, this would be visible the next time the ship was vetted.  Owners should note that the rating may differ from customer to customer, depending on their customised requirements and the nominated task.

All RightShip subscribers can check the history and risk rating of any of some 70 000 vessels in the system any time.  Please contact us to find out how to subscribe, or to take up a trial subscription.

Inspection requires approximately two working days. Smaller vessels may be able to be completed in less time. 

Onboard preparation as outlined in the RightShip Conditions for a dry vessel inspection can help reduce the inspector’s time onboard.

The best way to speed up approval after the inspection is to quickly attend to any deficiencies identified.  Please see What do I need to do after inspection?

A list of deficiencies and recommendations will be handed to the Master upon completion, and rectification of deficiencies should commence immediately.

The inspector will forward a copy of the deficiency list together with a preliminary report to RightShip as soon as possible.  Provided no matters are identified which affect the safe operation and or performance, documentation is considered adequate and only minor repairs are considered necessary, the vessel may be recommended immediately.

If items are identified which are considered to affect the safe operation and or performance, documentation and/or maintenance practices are of minimum standard and/or immediate repairs are considered necessary we will require confirmation of satisfactory action.  This will include the outcome of root cause analysis, details of corrective actions taken and preventive actions implemented to prevent reoccurrence on this and other vessels in your fleet for each of the deficiencies. Substantiating evidence (photographs, copies of work instructions, circulars etc) will be required.

The inspector will compile the full inspection report upon return to home base.  The full inspection report will then be forwarded and responses to any relevant comments in the report should be added to the responses to the deficiency list.

While RightShip’s inspection process assists the technical and functional assessment of vessels, consideration is also given to potential reputational damage which may result from matters such as unsatisfactory Port State Control performance (detentions), incidents, casualties, ILO related matters etc.

Our review process includes evaluation of management capability demonstrated significantly by the calibre of responses and in particular the effectiveness of preventive action plans.

RightShip’s objective for recommending to customers is to identify those vessels which consistently operate above compliance and which statistically represent lower risk.

If due to the inspector’s findings and the number and nature of deficiencies we find the vessel unsuitable for RightShip recommendation, we will require complete and thorough responses to all deficiencies and recommendations before further consideration. 

Upon receipt of satisfactory responses the vessel will need to be inspected again to confirm deficiencies have been adequately addressed and to further assess the management and operation.

While the next inspection will confirm rectification of previous deficiencies and validate your corrective and preventive actions, it will also be a full scope inspection and the vessel is expected to be prepared and ready in all respects.

When the vessel is ready and discharge port is known please contact drycargo@rightship.com to arrange inspection.  Please see How do I arrange an inspection? for application requirements.

We offer services to suit different client needs.  A subscription for the online vetting system gives users 24/7 unlimited access, and we also provide database hosting, vessel inspections and advisory services. 

Please contact us  about the vetting services that interest you, and we can advise about costs.

EEDI stands for Energy Efficiency Design Index.  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 EEDI for new ships which will require new ships to meet a minimum level of energy efficiency.

The EEDI measures the CO₂ emitted (grams of CO₂  per tonne nautical mile) for new ships, calculated from ship design and engine performance data. The intended application of the EEDI is to stimulate innovation and technical development of all elements influencing the energy efficiency of a ship from its design phase.

EVDI™ stands for Existing Vessel Design Index and was developed by RightShip.  The 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.

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 with existing ships.

A comprehensive explanation of RightShip’s methodology is accessible here

The GHG Emissions Rating is an innovative measure developed by RightShip 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.  The most efficient vessels rated A, the least efficient rated G.

Ship types are largely consistent with those used by IMO MEPC.

 A comprehensive explanation of RightShip’s methodology is accessible here

Shipping impacts the environment through emissions of greenhouse gases (GHG) - primarily carbon dioxide (CO₂) - and pollutants such as nitrogen oxides (NOx), sulphur oxides (SOx) and unburnt hydrocarbon particulate matter (PM).

Whilst transporting goods by sea represents the most efficient means of moving cargo over long distances, air pollution from the shipping sector still represents a significant component of total emissions - estimated at 1,046 million tonnes of CO₂ in 2007 (some 3.3% of the global total). – which if unabated according to the IMO’s GHG Study (2009) could contribute 18% of all emissions by 2050.

This GHG 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 simply more efficient than others.

Recognising that 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.

The benefits of RightShip’s GHG Emissions Rating include:

• Rewards for sustainable operators through greater acceptance of their ships,
• Fast and easy access to data that has previously been dispersed & prohibitively costly to gather,
• Opportunity for customers to align vessel selection with their sustainability standards,
• Promotion of sustainable outcomes for RightShip customers and the wider industry,
• Better informed decisions.

Users will also be able to benchmark the ship they are viewing against others in its sub-class, for example: comparing vessel-specific statistics with the performance of vessels with a similar dwt in the system.

The EVDI™ Size Score is the measure used to decide a vessel’s GHG Emissions Rating. 

The EVDI™ Size Score is calculated after applying a logarithmic transformation to EVDI™ values of vessels of similar size and type.  This enables ship EVDI™ values to be compared accurately to the average and indicates the number of standard deviations a vessel varies from the average.

A comprehensive explanation of RightShip’s methodology is accessible here

The Size and Type GHG Emissions Rating considers the efficiency of a ship relative to other ships of the same type and similar size, and the efficiency of the vessel overall within the ship type.  This is different to the EVDI™ Size Score that only considers ships of the same type and similar size.

A comprehensive explanation of RightShip’s methodology is accessible here

EEOI stands for Energy Efficiency Operational Indicator and provides a measure of the mass of CO₂ emitted per unit of transport work based on a vessel’s actual operational data. Unlike the EEDI and EVDI™, the EEOI will change depending on how the vessel is operated and what abatement measures the owners/managers have retrofitted.

RightShip plan to incorporate the EEOI at some point in the future and the SVIS™ database has been structured to enable easy comparison of EEOI & EVDI™ figures.

Slow Steaming will not impact a vessel’s EVDI™ and consequently will not impact a vessel’s GHG Emissions Rating.

The GHG Emissions Rating is calculated based only on a vessel’s design specifications and therefore is not impacted by the way the vessel is operated.

RightShip adjoin a plus + Sign to a vessels GHG Emissions Rating to recognise the retrofit or upgrade.

Top Rated Peers shows the 5 highest performing vessels as hyperlinks based on EVDI™ Size Scores for vessels of similar size and type. Clicking on one of these vessels provides a performance differential between the original vessel and the most efficient vessels of a similar size and type.

The GHG Emissions Rating and the Size and Type GHG Emissions Rating are calculated in the same systematic manner for all vessels in the database. However please note:

A vessel’s EVDI™ value is based on many parameters, even if only one of these parameters differs between sister ships they could have a different EVDI™, which could then move them into a different rating bracket. The base data used in the rating calculation of an individual vessel is provided in SVIS™, so the source of differences between sister ships is able to be checked.

RightShip is aware of the concerns expressed by industry around this issue and are committed to actively promoting a sustainable way forward which does not compromise vessel safety or result in under-powered ships.

EVDI™ is an estimated measure of the CO₂ emitted per tonne nautical mile travelled only and will not produce an exact CO₂ footprint for a particular journey.

Actual emissions for a voyage will vary from this theoretical calculation, as the fuel consumption and consequent emissions will vary with voyage characteristics such as actual speed, cargo load and weather conditions.

RightShip plan to incorporate the Energy Efficiency Operational Indicator (EEOI), an indicator based on operational measures, including slow steaming, at some point in the future.

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 has now documented EEDI benchmarks and reference lines based on the existing fleet and historical data.

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.

A comprehensive explanation of the applicability of EVDI™ to existing ships is accessible here

RightShip plan to incorporate metrics around a number of pollutants such as nitrogen oxides (NOx), sulphur oxides (SOx) and unburnt hydrocarbon particulate matter (PM) as well as real time performance measures such as the EEOI.

RightShip endeavours to only use accurate source data and our calculations are in accord with those accepted by the IMO for their application of the EEDI.

Our approach largely utilises the same data set recognised by IMO MEPC in their establishment of an EEDI “reference line” for new ships.

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 Vessel Environmental Rating Display is divided in to two main components:

1) The Environmental Rating

The environmental rating factors in a number of key parameters across a continuum from high to low risk and assigns each factor a “score” based on this assessment. This calculation is based on a 36-month rolling review of the vessel’s Yard, Flag and Class environmental performance along with the ship’s own MARPOL (Annex I – VI) violation history across our global PSC database. The score is also adjusted by whether the ship meets specific criteria, including:

• ISO14001 Certification;
• Green Award Certification;
• Class Environment Notations;
• Whether the vessel has an Energy Efficiency Management Plan;
• Whether an inventory of hazardous materials is maintained; and
• The extent of any retrofitted efficiency measures (such as scrubbers, sails and paints).

These parameters are matrixed (instantaneously) and expressed on a 1 to 5 star rating scale. A vessel with 5 Environmental Stars can clearly demonstrate performance and behaviours are above compliance.

The environmental rating complements the existing RightShip risk ranking process but is entirely independent from our recommendation for Approval decision and Star Rating (risk) calculation.

2) The Green House Gas Emissions Display

This Section provides a pictorial representation of each vessel’s relative environmental performance as compared to the normalised average for similar vessels (by MEPC ship type and size). This data is based on the ship’s EVDI™ which has been calculated initially using the IMO formulas then adjusted to produce an equivalent (and proprietary) logarithmically transformed value - which normalises the skewness in the underlying dataset - to allow more meaningful statistical comparisons. Currently we are able to calculate the EVDI™ for nearly 60,000 vessels which makes RightShip the largest repository of this information globally.

The environmental rating and the Green House Gas Emissions Display operate independently, but could be used in combination to determine sustainability standards.

The environmental rating can be improved by maintaining a clean PSC record and operating at levels above compliance. Specific initiatives which will impact a vessel’s environmental rating score include:

• owner certified to environment standard 14001
• affiliated to industry environment group (eg: Ausmepa)
• certified to Class environment standard
• SERS (ship emergency response system) compliant
• maintains inventory of hazardous materials
• Green Award
• SEEMP or TEEMP

Retrofits and upgrades (such as scrubbers and counter rotating propellers) do not affect a vessels environmental rating.  This information is captured as a matter of record to enable users of the system to see the additional measures Owners / Managers are taking to improve the vessel’s environmental performance.

RightShip adjoin a plus + Sign to a vessels GHG Emissions Rating to recognise the retrofit or upgrade.

As with our existing Risk Rating, RightShip welcome feedback on any missing/additional/inconsistent information directly through the SVIS™ portal or via environment@rightship.com

Presently these metrics are operated independently, but both could be used in combination to determine sustainability standards.

Chaired by Sir Richard Branson, The Carbon War Room is a NGO which seeks to harness the power of entrepreneurs to implement market-driven solutions to climate change. RightShip is leading the charge in the campaign against carbon in the shipping transport sector– via the shipping efficiency website - and provides the backend support to this free initiative.

Subscribers to the RightShip system are able to access an enhanced version of the metrics provided to the shipping efficiency website to better recognise behaviours and operations which are above compliance. Customer’s own vetting histories automatically capture a vessel’s environmental particulars to enable sustainability benchmarking performance and trending analytics to be calculated.

For additional information please refer to http://www.carbonwarroom.com , http://www.shippingefficiency.org