Operational Guide · Registers & Logbooks

# Environmental Vetting and GHG Rating

The RightShip A-E rating is not a regulatory formality: since 2026 it has become a commercial requirement that can exclude a ship from major commodity trader nominations.

vetting GHG rating RightShip ESG

## Operational Explanation

Environmental vetting assesses a ship's emissions performance on a commercial basis, distinct from the regulatory CII rating but often correlated with it. RightShip's GHG Rating, widely adopted by the market, compares a ship's theoretical CO2 emissions against similar ships of the same type and size, on a scale ranging from letter A (most efficient) to E (least efficient).

With the extension of the EU ETS to the maritime sector and the entry into force of FuelEU Maritime, the GHG Rating is becoming a genuine commercial differentiator, not just an environmental label: many charterers now include contractual clauses guaranteeing a minimum GHG Rating at the time of ship delivery, and major commodity traders (including BHP, Vale, Cargill, Rio Tinto) integrate minimum rating thresholds directly into their fleet selection policies.

## Regulatory Reference

The GHG Rating is not an IMO regulatory requirement, but a widely adopted commercial industry standard; it is often referenced in charter party clauses and in the vetting policies of charterers/traders, with growing relevance following the extension of the EU ETS to the maritime sector (from 2024, with phase-in of 40% in 2025, 70% in 2026, 100% from 2027) and FuelEU Maritime (in force since 1 January 2025).

## Scope of Application

Every commercially active ship, especially in segments (bulk, tanker, container) where major charterers/traders apply minimum GHG Rating thresholds in their selection policies.

## Procedure / How to Complete It

1. Check the fleet's current GHG Rating and compare it against the minimum thresholds required by major charterers/traders in the relevant segment.
2. Include maintaining or improving the GHG Rating among the fleet SEEMP strategy's objectives.
3. Check charter party clauses relating to a guaranteed minimum GHG Rating, understanding their contractual implications.
4. Coordinate operational efficiency measures (speed, routes, hull maintenance) with the goal of improving the commercial rating, not just the regulatory CII.
5. Monitor the evolution of major customers'/charterers' environmental vetting policies, which tend to become stricter over time.

## Practical Example

Commercial impact example: from 1 April 2026, a dry bulk or general cargo ship aged 12 years or more without a valid RightShip inspection sees its Safety Score downgraded to 2 out of 5, resulting in automatic exclusion from the nominations of major commodity traders such as BHP, Vale, Cargill and Rio Tinto.

## Real Cases

The growing integration between GHG Rating, EU ETS and FuelEU Maritime is transforming environmental performance from a reputational element into a direct economic factor: a ship with a poor rating not only generates higher regulatory compliance costs, but also risks direct exclusion from market segments controlled by charterers with strict ESG policies.

## Common Mistakes Mistake Library

Mistake | Consequence | How to avoid it
--- | --- | ---
GHG Rating monitored only at the time of a commercial fixture, not proactively | Late discovery of an insufficient rating for an expected nomination | Monitor the fleet's GHG Rating with the same regularity as the regulatory CII rating
Charter party clauses on minimum GHG Rating accepted without fully understanding the implications | Contractual risk if the rating falls below the guaranteed threshold during the charter period | Carefully assess the long-term sustainability of any contractually guaranteed rating threshold
Efficiency measures planned only for regulatory CII, ignoring the impact on the commercial GHG Rating | Regulatory improvement that does not translate into real commercial improvement | Coordinate efficiency measures to jointly optimize both indicators

## PSC Observations

The GHG Rating is not subject to PSC verification, being a commercial rather than regulatory standard; it nonetheless remains an element of growing relevance in vetting assessments carried out by commercial third parties.

## Operational Tips

- Monitor the fleet's GHG Rating with the same attention given to the regulatory CII rating.
- Carefully assess the long-term sustainability of any GHG Rating threshold contractually guaranteed in a charter party.
- Coordinate efficiency measures to jointly improve both regulatory CII and commercial GHG Rating.

## Checklist

- Fleet's current GHG Rating checked and monitored
- Minimum thresholds required by major charterers/traders known
- Charter party clauses on GHG Rating understood in their implications
- Efficiency measures coordinated for both regulatory CII and commercial GHG Rating
- Evolution of customers' environmental vetting policies monitored

## FAQ

Is RightShip's GHG Rating a legal requirement?
No: it is a commercial industry standard, not an IMO regulatory requirement, but it is widely adopted by charterers and traders in their fleet selection policies and in charter party contractual clauses.
What happens to an older dry bulk ship without a valid RightShip inspection from 2026?
From 1 April 2026, a dry bulk or general cargo ship aged 12 years or more without a valid RightShip inspection sees its Safety Score downgraded, resulting in exclusion from major commodity traders' nominations.
Do the GHG Rating and the regulatory CII measure the same thing?
They are conceptually related (both measure efficiency/carbon intensity) but not identical: CII is an annual regulatory rating based on actual operational consumption, while RightShip's GHG Rating is a commercial comparison between similar ships, with a distinct methodology and purpose.
🎬 Additional photos, videos and interactive diagrams for this topic will be available in a future version of the platform.

## Related Topics

CII (Carbon Intensity Indicator)EU ETS and FuelEU Maritime

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