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The Safety Score

RightShip’s Safety Score

Be at the helm of maritime safety with comprehensive analysis, expert support and actionable advice

What is RightShip’s Safety Score?

Since 1991, RightShip has provided due diligence and risk management tools for the maritime industry. As technology and marketplace requirements have evolved, so has our capability to measure, monitor and describe safety standards.

The Safety Score benchmarks the historical operational performance of the world’s fleet. It is intended to help our risk assessment customers gain an initial perspective on the operational performance of a potential vessel as part of a comprehensive due diligence process, while simultaneously encouraging shipowners to invest in improved processes and technologies that make the entire supply chain safer.

Today the RightShip Safety Score has three main objectives which combine technology advancements, expert review and industry feedback:

  • Transparent: The Safety Score has been designed to provide a clear and concise explanation of the elements that factor into the score and outcome.
  • Explainable: The model has been carefully designed to make it simple to identify changes in ratings
  • Useable: It provides a much clearer view of both the positive and negative performance of a vessel in the due diligence process. Ship owners are provided with actionable steps to improve safety and to benchmark against other vessels in the world fleet.

How does the Safety Score work?

The RightShip Safety Score incorporates various maritime data sets, industry standards, expert review and statistical model into one easy to understand score, which provides an indication of a vessel’s safety performance today. The Safety Score is calculated through the following process:

First, every vessel is checked against a series of industry standard safety performance rules, which, if triggered, provide a vessel with a Safety Score of N/A, zero, 1 or 2. Each rule has a specific “road to resolution”, which is reviewed RightShip’s internal governance department. Once the vessel is provided with a positive review, or if no rule is triggered, the vessel is scored by the Safety Score model. Depending on the vessel’s historical performance, vessels can achieve a score of three, four or five. A 5 out of 5 indicates best practice attention to safety over the last five years.

Which vessels receive a Safety Score?

All cargo carrying commercial vessels (>1,000 DWT):

  • Dry bulk vessels
  • Tanker vessels (inc. Bunkering, FSO)
  • Container Vessels
  • LNG, LPG and Multigas vessels
  • General cargo vessels (inc. Vehicle carriers)
The Safety Score

Safety Score Data

RightShip’s Safety Score model is built on a foundation of cleaned and verified data, which comes from several sources including maritime analytics associations and government institutions. We gather information contributed by our customers, source our own first-hand data and utilise dedicated data stewardship experts to deliver comprehensive and accurate results.

As there is no one golden record of data in the maritime industry, RightShip is required to collect data from multiple sources, which can occasionally show conflicts. In order to combat this, RightShip data is cleansed through automated processes and expert analysis, which constantly refines the data. The data that contributes to a vessel’s Safety Score is clearly made available on a vessel’s activity timeline.

Safety events included in each vessel’s Safety Score

To drill down into the specific safety incidents and events which are included in the Safety Score, you can click on a vessel’s activity timeline. Here you can see all the incidents and port state control inspections. Where possible, all deficiencies and detentions for each PSC inspection will be listed. You can also see the severity grading of each incident.

The Safety Score

Safety Score Methodology

The Safety Score is calculated through a combination of industry standard rules and statistical modelling, including expert review of vessels. It has been designed to ensure that RightShip correctly identifies the vessels that are N/A, zero, 1 and 2 using a standard set of rules and to provide a prospective resolution for those vessels, on their continuous path to improvement.

We believe results coupled with actionability helps us to better service our due diligence customers and the shipping community. We recommend charterers use the Safety Score as an initial indicator when considering which vessels to put forward for vetting, taking into account the information available about the vessel on the platform, the overall score, sub scores, inspection status and GHG rating.

For vessel owners, the platform provides details as to why a vessel has achieved a specific score as well as actionable mechanisms to improve maritime safety.

Safety Score Rules (Safety Scores of N/A, 0, 1 & 2)

The Safety Score rules focus on what is already accepted as “good” industry practice. These binary rules are resolutions-focused and support the industry’s position on good operations. We aim to support all ship operators on their path to optimal safety and performance.

The Safety Score rules represent an initial risk assessment and present the first step in our customers’ due diligence process before submitting vessels for vetting. The rules also provide a heuristic check to ensure vessels currently identified as Safety Score N/A, zero, 1 or 2 are correctly identified. Each rule also has a definitive resolution, providing clear actions to resolve each of the rules and release vessels from being scored one or two. These resolutions are described next to each Safety Score rule.

Vessels can trigger multiple rules, with the lowest Safety Score rule set as the vessel’s overall Safety Score. The lowest Safety Score rule triggered needs to be resolved before it can be moved to a higher score. For example, if a vessel has triggered a SS1 and a SS2 rule, the SS1 rule will need be resolved before the vessel can achieve an overall score of 2, which in turn must be addressed before the vessel can achieve a score of 3 to 5.

The Safety Score model (Safety Scores of 3, 4 & 5)

If all Safety Score rules have been resolved, or no rules have been triggered, the vessel’s Safety Score is calculated by the Safety Score model. The model is made up of six sub-scores and more than 20 safety considerations, providing indications of historical safety performance. Each has been chosen to encourage all participants in the supply chain to work towards the highest standard in maritime safety practices.

It is calculated from a vessel’s five-year historical performance, with various risk factors considered at the vessel, DOC, Class and Flag level. The output is a score between three and five, where a vessel which has achieved a five out of five indicates best practice attention to safety over the last five years.

After listening to the industry, we have removed size, type and builder. Age is also not included in the Safety Score model, however only dry bulk vessels over 14 years old with a valid RightShip inspection are included. with the result is a model which is centred on safety performance indicators that operators can affect. Shipowners can see which sub scores they need to improve and benchmark their safety procedures against the industry’s best performers.

What does a vessel’s Safety Score mean?

Through extensive industry consultation, RightShip’s safety products have evolved from a passive indicator to being the initial step in risk assessment. The Safety Score provides distinct and clear lines as to the operational performance of a vessel for our due diligence customers, however any vessel with a Safety Score between one and five could be recommended by RightShip after completing the whole vetting process satisfactorily:

  • SS N/A: Vessels which are out of scope for the Safety Score. In some cases, these vessels may receive an “acceptable” recommendation once the vetting process has been completed.
  • SS 0: Vessels which have been flagged as sanctioned. These vessels cannot receive a positive vetting outcome therefore the “request a vet” button is disabled for these vessels.
  • SS1 & 2: Vessels which need improvement to achieve the industry agreed standards of “good” operations. These vessels may be recommended by RightShip’s vetting superintendents but will require investigation and more information from the vessel’s manager.
  • SS3 – 5: Vessels which are working towards best practise in safe operations. In order to complete the full RightShip due diligence process, customers must complete a vet for these vessels. The outcome includes a timestamped recommendation based on the vessel’s specification, particular cargo and determined voyage.

Ship owners can easily see the areas required for improvement for each rule triggered or sub-score below five out of five and the action they need to take to improve their overall score.

Benchmarking the Safety Score

The RightShip platform provides a full break down of every vessel’s Safety Score and benchmarks a vessel’s score across the industry. This provides a transparent view of the score’s distribution and helps you understand where that vessel is placed in its peer group. This will help members create comparisons of similar performance and rank best practices.

Moreover, the distribution shows that very few vessels can achieve the highest Safety Score, and there is often room for improvement. We support the entire industry in their continued path towards outstanding operational standards.

For our due diligence customers, this means that vessels at the lower end of the distribution may be suitable for your risk requirements. However, we recommend that you vet each vessel to receive a recommendation based on your safety and sustainability profile.

Vessel type benchmarking group
Benchmarking size bands
Vessel type benchmarking group Dry Bulk (DWT)
Benchmarking size bands
220,000 -    
200,000 -     219,999
125,000 -     199,999
100,000 -     124,999
85,000 -     99,999
68,000 -     84,999
50,000 -     67,999
40,000 -     49,999
25,000 -     39,999
10,000 -     24,999
7,500 -     9,999
5,000 -     7,499
0 -     4,999
Very Large Ore Carrier (VLOC)
Newcastlemax
Capesize
Mini Capesize
Post Panamax
Panamax/Kamsarmax
Supramax/Ultramax
Handymax
Large Handy
Small Handy
5,000-7,499 DWT
7,500-9,999 DWT
< 4,999 DWT
General cargo (DWT)
30,000 -    
20,000 -     29,999
15,000 -     19,999
10,000 -     14,999
5,000 -     9,999
0 -     4,999
Crude Oil Tanker (DWT)
325,000 -     600,000
200,000 -     324,999
125,000 -     199,999
80,000 -     124,999
55,000 -     79,999
40,000 -     54,999
27,000 -     39,999
10,000 -     26,999
7,500 -     9,999
5,000 -     7,499
0 -     4,999
Ultra Large Crude Carrier (ULCC)
Very Large Crude Carreir (VLCC)
Suezmax
Aframax
Panamax
MR2
MR1
Handy
7,500-9,999 DWT
5,000-7,499 DWT
< 4,999 DWT
Chemical & Product Tanker (DWT)
125,000 -     199,999
80,000 -     124,999
55,000 -     79,999
40,000 -     54,999
27,000 -     39,999
10,000 -     26,999
7,500 -     9,999
5,000 -     7,499
0 -     4,999
Suzemax
LR2
LR1
MR2
MR1
Handy
7,500-9,999 DWT
5,000-7,499 DWT
< 4,999 DWT
LPG Tanker (m3)
60,000 -     150,000
40,000 -     54,999
20,000 -     39,999
0 -     19,999
Very Large Gas Carrier
Large Gas Carrier
Medium Gas Carrier
Small Gas Carrier
LNG Tanker (m3)
250,000 -    
200,000 -     249,999
145,000 -     199,999
60,000 -     144,999
0 -     59,999
Q-Max
Q-Flex
New Panamax
Conventional Gas Carrier
Small Gas Carrier
Container (TEU)
20000 -    
13000 -     19999
10000 -     12999
5400 -     9999
3000 -     5399
2000 -     2999
1000 -     1999
0 -     999
Mega Container
Ultra Large Container Vessel (ULCV)
Sub New Panamax/New Panamax
Post-Panamax
Sub-Panamax/Panamax/Baby Post-Panamax
Feedermax
Regional Feeder
Small Feeder
The Safety Score

Safety Score N/A and 0

Vessels with a Safety Score N/A

Sometimes we are unable to provide a vessel with a Safety Score, in which case we will highlight this. There are many reasons we why may be unable to provide a score.

Vessel types not included in the Safety Score:

  • Small, light pleasure craft such as motorboats
  • Tugs and barges
  • Ferries, RORO
  • Vessels under Government Service or within the U.S Reserve Fleet
  • Pleasure craft such as Cruise
  • Offshore supply, construction and platform vessels

Vessels types over a certain age do not receive a Safety Score:

  • LNG, CNG, CO2 & Combination Gas Tankers> 40 years
  • Dry Bulk (including Lakers), Container Ships, General Cargo, Ro-Ro> 35 years
  • Chemical Tankers, Product Tankers, LPG Tankers, Bunkering Vessels, FSO's and Well Stimulation Vessels, Combination Carriers> 30 years

Other vessels include:

  • Vessels no longer in service or still under construction.
  • Smaller vessels, less than 1,000 DWTs
  • Any other vessels not currently supported under the Safety Score

Rule for vessels with a Safety Score of zero

Sanctioned vessels will have a Safety Score of zero and users will be clearly informed of the sanctions, in order to meet regulatory requirements.

RightShip collects sanctions information from several sources. We identify any vessel or company with associations to a sanctioned country by checking their DOC, technical manager, beneficial owner, registered owner, commercial manager, vessel operator and Flag on a best endeavours basis.

We maintain lists of vessels and companies flagged as being sanctioned by the European Union (EU), Office of Foreign Asset Control (OFAC), Department of Foreign Affairs and Trade (DFAT) and the United Nations (UN).

The Safety Score

Safety Score 1 and 2

Safety Score 1 rules and resolutions

Rule Safety Score Rule Resolution options
SS1-1 1 Open Abandonment of Seafarers case at the vessel level Vessel needs to be removed from ILO list of abandoned seafarers, once removed RightShip to review View more details

Full investigation report from managers into the ILO abandonment case, to include all submittals such as:

  • Timesheet of events
  • SOF from crewmembers
  • In depth RCA and preventive measures implementation
  • Fleet circulars and lessons learnt
  • Company action plan based on lessons learnt
  • Third party reports (ILO, ITF, P&I, Crew Manning agency…)

Evidence of resolution and no other similar case within the fleet

OR

Evidence that vessel changed ownership and DOC managers after the Abandonment of Seafarers case

SS1-3 1 Vessel on the Paris MOU banned list Vessel needs to be removed from Paris MOU banned list, once removed RightShip to review
SS1-4 1 Vessel on the AMSA banned list Vessel needs to be removed from AMSA banned list, once removed RightShip to review
SS1-5 1 Vessel on the USCG banned list Vessel needs to be removed from USCG banned list, once removed RightShip to review
SS1-6 1 Vessel on the RightShip Vessel Restriction list Vessel is removed from RightShip’s proprietary vessel restriction list
SS1-7 1 Company on the RightShip Company Restriction list Change of Company association or the company is removed from RightShip proprietary Company Restriction list
SS1-8 1 Any vessel with 3 PSC detentions in the last 24 months Send RightShip information to review severity of detention and RightShip may suggest a RightShip Inspection. Owner may appeal to the MOU with backing of Flag or Class. Vessel needs to display good performance over 24 months such that the rule will automatically resolve. View more details

Substantial evidence by Class/Flag to support why the detention could be considered unjustified

Company action plan based on lessons learnt

OR

Detention appeal documentation available

OR

Evidence that vessel changed ownership and DOC managers after the PSC detention

Evidence describing the actions taken by new managers during vessel take over to assess the risk presented by previous PSC detentions

SS1-9 1 Vessel with CAT-A incident in 12 months The vessel will require a RightShip Inspection & close out of incidents before rule release. Vessel needs to display good performance over 12 months such that the rule will automatically resolve. View more details

Full investigation report from managers to include all submittals such as

  • Timesheet of events
  • SOF from crewmembers
  • VDR data analysis
  • In depth RCA and preventive measures implementation
  • Fleet circulars and lessons learnt
  • Company action plan based on lessons learnt
  • Third party reports (Class, Technician, Maker…)

External/independent 3rd party investigation

OR

Evidence that vessel changed ownership and DOC managers after the incident

Evidence describing the actions taken by new managers during vessel take over to assess the risk presented by this Cat A incident

SS1-10 1 Any vessel with an unacceptable last RightShip inspection The vessel will require a RightShip Inspection.
SS1-11 1 Any vessel flagged with a Paris MOU scored flag which is Medium to High or High Risk The vessel needs to change it’s Flag to one which is not a Medium or High / High Risk with Paris MOU
SS1-12 1 Any vessel flagged with a Paris MOU scored flag which is on their Blacklist, and combined with Low or Very Low performing Class Society Change of Flag which is not on the Paris MOU Blacklist or flag to change status with Paris MOU .
SS1-13 1 Vessel with 2 incidents (CAT-A or CAT-B) in 36 months The vessel will require a RightShip Inspection and provide close out of both incidents. Vessel needs to display good performance over 36 months such that the rule will automatically resolve. View more details

Full investigation report for each incident from managers to include all submittals such as

  • Timesheet of events
  • SOF from crewmembers
  • VDR data analysis
  • In depth RCA and preventive measures implementation
  • Fleet circulars and lessons learnt
  • Company action plan based on lessons learnt
  • Timesheet of events
  • Third party reports (Class, Technician, Maker…)

External/independent 3rd party investigation

OR

Evidence that vessel changed ownership and DOC managers after the incident

Evidence describing the actions taken by new managers during vessel take over to assess the risk presented by previous incident

SS1-14 1 Vessel with 3 incidents (CAT-A or CAT-B or CAT-C) in 60 months The vessel will require a RightShip Inspection and provide close out of all three incidents. Vessel needs to display good performance over 60 months such that the rule will automatically resolve. View more details

Full investigation report for each incident from managers to include all submittals such as

  • Timesheet of events
  • SOF from crewmembers
  • VDR data analysis
  • In depth RCA and preventive measures implementation
  • Fleet circulars and lessons learnt
  • Company action plan based on lessons learnt
  • Timesheet of events

External/independent 3rd party investigation

OR

Evidence that vessel changed ownership and DOC managers after the incident

Evidence describing the actions taken by new managers during vessel take over to assess the risk presented by previous incident

Safety Score 2 rules and resolutions

Rule Safety Score Rule Resolution options
SS2-1 2 Any vessel with 2 PSC detentions in the last 24 months Send RightShip information to review severity of detention and possible a RightShip Inspection. Vessel needs to display good performance over 24 months such that the rule will automatically resolve. Owner may appeal to the MOU with backing of Flag or Class. View more details

Substantial evidence by Class/Flag to support why the detention could be considered unjustified

Company action plan based on lessons learnt

OR

Detention appeal documentation available

OR

Evidence that vessel changed ownership and DOC managers after the PSC detention

Evidence describing the actions taken by new managers during vessel take over to assess the risk presented by previous PSC detentions

SS2-2 2 Any vessel with excessively high numbers (50) of PSC deficiencies over 24 months RightShip to review the PSC records and potentially ask for an Inspection if required. View more details

Class or external ISM audit report

Detailed RCA and investigation report into each deficiency, clearly describing actions taken to avoid recurrence

Evidence of fleet circulars sent to all company vessels

Company action plan based on lessons learnt

Substantial evidence from Class/Flag to support why some deficiencies could be considered unjustified

OR

Evidence that vessel changed ownership and DOC managers after the PSC detention

Evidence describing the actions taken by new managers during vessel take over to assess the risk presented by previous PSC detentions

SS2-4 2 Vessel with CAT-A incident in last 12 months, which already has an acceptable RightShip Inspection, and incident close out Vessel needs to display good performance over 12 months such that the rule will automatically resolve. Part resolution for rule SS1-9. View more details

Full investigation report for each incident from managers to include all submittals such as

  • Timesheet of events
  • SOF from crewmembers
  • VDR data analysis
  • In depth RCA and preventive measures implementation
  • Fleet circulars and lessons learnt
  • Company action plan based on lessons learnt
  • Third party reports (Class, Technician, Maker…)

External/independent 3rd party investigation

OR

Evidence that vessel changed ownership and DOC managers after the incident

Evidence describing the actions taken by new managers during vessel take over to assess the risk presented by this Cat A incident

SS2-5 2 Vessel over 14 years and over 8000 DWT without a satisfactory RightShip inspection in last 12 months(excl tankers) RightShip Inspection must be completed
SS2-6 2 Vessel over 25 years and less than 8000 DWT without a satisfactory right inspection in the last 12 months RightShip Inspection must be completed
SS2-7 2 Any vessel with an open detention over the past 2 years and is still with same DOC or current DOC unknown Owner to provide RightShip with an acceptable close out to the open detention.
SS2-8 2 Any vessel with an open incident over the past 2 years and is still with same DOC or current DOC unknown Owner to provide RightShip with an acceptable close out to the open incident.
SS2-9 2 Any vessel whose classes is not an IACS Member Change Class
SS2-11 2 Any vessel with an unknown class for more than 3 months Provide Class information
SS2-12 2 Any vessel with an unknown flag for more than 3 months Provide Flag information
SS2-13 2 Any vessel with an unknown DOC for more than 3 months Provide DOC information
SS2-14 2 Vessel with 2 incidents in last 36 months (CAT-A or CAT-B), which already has an acceptable RightShip Inspection and incident close Out Vessel needs to display good performance over 36 months such that the rule will automatically resolve. Part resolution for rule SS1-13. View more details

Full investigation report for each incident from managers to include all submittals such as

  • Timesheet of events
  • SOF from crewmembers
  • VDR data analysis
  • In depth RCA and preventive measures implementation
  • Fleet circulars and lessons learnt
  • Company action plan based on lessons learnt
  • Third party reports (Class, Technician, Maker…)

External/independent 3rd party investigation

OR

Evidence that vessel changed ownership and DOC managers after the incident

Evidence describing the actions taken by new managers during vessel take over to assess the risk presented by previous incident

SS2-15 2 Vessel with 3 incidents in last 60 months (CAT-A or CAT-B or CAT-C), which already has an acceptable RightShip Inspection, and incident close Out Vessel needs to display good performance over 60 months such that the rule will automatically resolve. Part resolution for rule SS1-14. View more details

Full investigation report for each incident from managers to include all submittals such as

  • Timesheet of events
  • SOF from crewmembers
  • VDR data analysis
  • In depth RCA and preventive measures implementation
  • Fleet circulars and lessons learnt
  • Company action plan based on lessons learnt
  • Third party reports (Class, Technician, Maker…)

External/independent 3rd party investigation

OR

Evidence that vessel changed ownership and DOC managers after the incident

Evidence describing the actions taken by new managers during vessel take over to assess the risk presented by previous incident

The Safety Score

Safety Score 3, 4 and 5 (the Safety Score model)

If no rules are triggered against the vessel, the vessel has received a positive Safety Score rule review, the Safety Score model will calculate the vessel’s score, providing a score between 3 and 5.

The Safety Score is made up of six sub-scores, providing indications of historical safety performance. Each has been chosen to encourage all participants in the supply chain to work towards the highest standard in maritime safety practices and focuses on various risk areas which are weighted and combined to create the overarching Safety Score in a “balanced scorecard” approach. Incidents and the performance of the DOC holder have the highest impact on the Safety Score, while the performance of flag and class has the lowest overall impact of the six sub-scores.

The six sub-scores

Highest Impact on the Safety Score model

Incidents

The Safety Score is calculated from the total number of incidents a vessel has had over the past five years and make note of how recent those incidents were. Incidents are defined as activities that occurred on the vessel that affected the condition of the ship or endangered the safety or environment for passengers and crew.

The type of incident can also indicate the level of safety practices on board a vessel. Therefore, each incident is categorised by the severity of each incident which is based on the damage to the vessel and the environment, as well as its effect on crew welfare. Category A incidents have the highest impact on the vessel’s overall score.

Incident Categories

  • Category A incident: Where there is a loss of life, total loss or another incident classed as very serious
  • Category B incident: Where there is significant damage to the vessel or an event that renders the ship unseaworthy, such as underwater penetration of the hull, immobilisation of main engines, serious fires and pollution or any other incident classed as serious.
  • Category C incident: Where there is not significant damage to the vessel or the ship remains seaworthy, such as contained fires and pollution or any other incident classed as non-serious.
  • Category D incident: Any event not meeting the definition of an incident considered by the Safety Score, typically non-marine casualty events. These are excluded from the Safety Score calculation.

The vessel's DOC Holder

RightShip develops an average score for a typical vessel’s safety performance under each DOC holder through four key risk areas: the number of detentions, PSC deficiencies* and incidents along with the severity of these incidents.

The DOC sub score focuses only on events that occurred when vessels were under the management of the current DOC holder. This includes vessels currently and or previously managed by a DOC. However, if a vessel had an incident, PSC deficiency or detention before moving to a new DOC, they will not impact the new DOC sub-score.

The size of the DOCs fleet is also factored into the Safety Score model calculation to ensure small and large DOCs are handled fairly – and that the number of detentions, PSC deficiencies*, and incidents along with their severity are standardised against the size of the DOC fleet at the time they occurred.

Medium Impact on the Safety Score

Vessel PSC deficiencies

The number and recency of a vessel’s deficiencies will have an effect on a vessel’s safety score. However, the regional practices of Port State Control variy, which may result in a higher number of deficiencies* reported on certain trade routes. The model mitigates the risk of vessels working on specific routes being penalised by comparing each PSC Inspection against the average for that location.

Detentions

Instances in which vessels are detained by Port State Control in response to serious deficiencies will impact the Safety Score. The model will tally the total number of detentions over the past five years and how recent they were. A period without detentions will improve the score.

Lower Impact on the Safety Score

The vessel's Flag State

The Flag State Performance Table from the International Chamber of Shipping is used to measure the performances of each flag state. If a large number of positive indicators are shown as being absent, this might suggest that performance is unsatisfactory.

The vessel's Classification Society

Only IACS Classification Societies are included in the Safety Score model. However, safety standards vary from one Classification Society to another. We measure the safety standards of each class across detentions and deficiencies to determine a vessel’s Safety Score. This provides an overall score for a Classification Society’s historical performance, divided by the fleet size, to get an average per vessel in their fleet.

Similar to the DOC, the Class sub-score focuses only on events that occurred to vessels when they were under the current Class. If a vessel had a detention before moving to a new Class, that detention will not impact the score of the Class, and a detention on a vessel after it has passed to a new Class will not impact the previous Class.

Where a vessel is a member of multiple class associations, we will select one of the Classes for use in the Safety Score calculation.

*PSC Deficiencies

The Safety Score includes PSC deficiencies when reviewing the operational performance of the vessel, DOC holder and Classification Society. The number and type of PSC deficiencies can vary between port state authorities. To avoid penalising a vessel for frequently visiting specific ports, the model takes into account the average number and type of PSC deficiencies for each place of inspection.

If the port of inspection is unknown or there are less than 100 inspections in total for that port, the model considers the average number of PSC deficiencies for the country of inspection. If the country of inspection is unknown or there are less than 100 inspections in total for that country, PSC deficiencies are relative to the port state authority of inspection.

Where vessels have not been inspected during a 12-month period, their performance is assumed to be “average” for that time period. If the vessel was not inspected in the last five years, the overall score will be a 3 which represents “average”. This is to provide fairness and to ensure vessels with limited PSC exposure are not scored unfairly nor penalised for having an inspection with stricter inspection rules.

Indicative scoring

Indicative Scores are generally used to notify or caution our customers of the following:

  • The vessel’s rating may need to be less reliable due to a lack of data, such as trading behaviour not exposing the vessel to normal levels of inspection/reporting. In these cases, there is potential for the Safety Score to be higher than it would be had the same vessel been more active or trading in an area with higher levels of inspection/reporting.
  • There is outstanding vessel information that should be reviewed by a vetting superintendent as part of the due diligence vetting process.
  • Notify vessel operators that there is outstanding or missing information for their vessel that could limit their ability to achieve their best Safety Score.
  • Identify riskier vessels through RightShip management or those companies associated with abandonment cases. This is to deliver on our commitment to safety and welfare.
  • The Safety Score

    Safety Score Rule Governance

    To ensure that vessels are achieving the right score and that companies can progress from Safety Score 1 and 2 to Safety Score 3 to 5, RightShip’s expert superintendents review the “resolution” of some rules within the RightShip platform.

    The RightShip platform includes full systematic governance, where all correspondence, certificates and decisions are recorded within the RightShip platform and are fully auditable.

    When each vessel triggers a Safety Score rule, the RightShip platform automatically places a notice on the vessel page highlighting the rule which has been triggered.

    To resolve the rule, and achieve a score of 3 to 5, ship owners can request to have the Safety Score reviewed. The review process will require written justification and any associated documentation such as a Root Cause Analysis (RCA) or Corrective Action Plan (CAP). You can find the required resolution for each rule in the Safety Score methodology.

    Each resolution must undergo a multi-approval process. This means that every review is escalated for a second review, undertaken by a second superintendent. The review cannot be completed until a second review of the evidence has taken place.

    RightShip makes no guarantee that a vessel’s Safety Score will improve as a result of the review or the Safety Score rule will be removed from the vessel. There may be cases where insufficient evidence is provided to demonstrate that the rule can be cleared and for the model to score the vessel at 3 to 5. Furthermore, as a result of any review and subsequent investigation a vessel’s Safety Score may also decline.

    The Safety Score

    Calibrating and testing the model

    In our process, we have combined advanced analytics with our 20-year industry expertise, focusing on what will drive positive action in the industry. This means the RightShip Safety Score has been optimised through sophisticated use of data science and reviewed by RightShip’s subject matter experts.

    The model consistently weighs more recent incidents, detentions, deficiencies as having a larger impact on the Safety Score, while measuring the action taken by the vessel owner/ operator in response to any incidents, detentions and deficiencies in closing out incidents on the RightShip platform.

    As safety standards improve and there is a greater need to review sustainability and social welfare practises as part of a robust due diligence process, RightShip reserves the right to, from time to time, add, amend or remove Safety Score rules as part of RightShip’s continuous effort to improve the RightShip’s Safety Score and as the evolution of our offering.

    The Safety Score model design has been tested against its main objective to change behaviour in the industry towards operational excellence. The Safety Score is validated across various KPIs for each of the six sub scores and five objectives, such as transparency, fairness and accuracy.

    Testing of the Safety Score occurs every day as new data is added into the system and vessel’s trigger and resolve Safety Score rules.

    Demonstration Vessels

    Demonstration Vessels

    As part of the launch of the Safety Score, our analysts have provided an overview of the impacts of the Safety Score on three demonstration vessels. These vessels have been designed to show the effects of the Safety Score rules and various model sub scores, and how the Safety Score can change based on the historical operational performance of a vessel, its DOC holder, flag and class.

    Customers will be able to see the beta version of the Safety Score on real vessels from 30th November by logging into the beta platform, accessible from ComingSoon.RightShip.com with your current Qi username and password.

    Demonstration Vessels

    The Allen

    Let’s start with an example vessel with a Safety Score of ONE

    This vessel has triggered a Safety Score 1 rule and a Safety Score 2 rule. As the rule with the lowest Safety Score needs to be resolved first, this vessel’s overall score is ONE.

    On the vessel overview page, a customer can request a review of the Safety Score rules or can click on the methodology link to see the rule resolutions which have been triggered.

    Vessels which have a SS1 or SS2 are governed by the Safety Score rules. The Safety Score model sub-scores, which are used to produce Safety Scores of 3 – 5, are not available for this vessel.

    And when benchmarked, you can see the number of vessels of this size and type which have triggered Safety Score rules of 1 and 2, and how many have achieved a score of 3 – 5, as scored by the Safety Score model.

    Demonstration Vessels

    The Latchford

    Let’s now look at an example of a vessel with a Safety Score of THREE.

    In this example, the vessel has had an apparently very good safety record and has not triggered any Safety Score rules. Therefore, the vessel has achieved a Safety Score of three, as scored by the Safety Score model.

    The vessel scores well across Incidents, PSC deficiencies, detentions, Flag and Class.

    However, the DOC has performed poorly with a sub-score of one. This identifies that other vessel’s managed by this DOC have performed very poorly and this could create an associated risk factor for this vessel.

    On the plus side we can see that this vessel is in possession of a valid and acceptable RightShip Inspection which gives confidence the latest physical condition of the vessel has been verified as well as the current Safety Management Standards onboard.

    As we look at this vessel’s activity timeline:

    It has a relatively good safety record, with no incidents and multiple clean PSC’s.

    There are three PSC inspections with deficiencies, however upon closer look, the most one recent in September 2019 had just one deficiency.

    There are two deficiencies in mid 2017 and mid 2016, both of which are no longer recent enough to impact this vessel’s overall Safety Score.

    Despite this vessel having strong performance in many categories, the DOC performance has contributed to this vessel’s overall Safety Score being a three.

    And when benchmarked, its peers are a Safety Score of four indicating that it is below those vessels of the same type and size.

    Demonstration Vessels

    The Burakowski

    Let’s look at an example: The Burakowski - a vessel with a Safety Score of FIVE.

    This vessel has an excellent safety record and has not triggered any Safety Score rules. The vessel has achieved with an overall score of five, as scored by the Safety Score model.

    Looking further into its sub-scores, both its incident and DOC performance, which have the highest impact on the overall Safety Score, have been exemplary with both sub-scores receiving a five.

    Of medium impact on this vessel’s Safety Score, is the vessel’s PSC deficiency performance and detention performance, which are a four and five respectively. Despite the vessel’s deficiency performance being a four, a vessel can still achieve an overall Safety Score of five provided that the deficiencies were low and relatively minor – which we will see shortly when we examine the vessel’s activity timeline.

    And although of lower impact, this vessel’s Flag and Class both received excellent sub-scores of five.

    Let’s examine the specific safety events included in each vessel’s Safety Score in its activity timeline.

    We can observe the severity grading of each incident, where RightShip grade severity with Category A, B and C – With category A being the most severe.

    We can also see the specific PSC inspection, including where and when it occurred, as well as the number of deficiencies and whether the vessel was detained.

    In this example, this vessel received a sub-score of five for incidents, as it had zero incidents in the last 5 years.

    Additionally, the Activity Timeline shows us the vessel had multiple clean PSC inspections, however there were two inspections with three deficiencies. The first inspection was within the last 12 months, occurring on the 9th of Sep 2019 which resulted in three deficiencies. The second inspection was in late 2017 also with three deficiencies

    Together, these inspections affected this vessel’s PSC deficiency sub-score.

    We also provide visibility on benchmarking, where you can compare this vessel against those of a similar size and type.

    This helps to indicate where a vessel is in comparison to its peers, and in this particular case the vessel outperforms its peers.

    Vessel Vetting

    Introduction to Vessel Vetting

    RightShip is the world’s largest third party maritime operational due diligence organisation. Our vessel vetting service is used for thousands of voyages, to assess the suitability of a nominated vessel for safe cargo transportation. The practise of vetting upholds global standards for safety, environmental and social welfare practices and is at the core of RightShip’s drive towards standards beyond compliance.

    Primarily developed for stakeholders needing to move cargo, vetting is an in-depth and bespoke method of verifying a vessel’s suitability for your specific risk profile. Customers work with RightShip to build on the RightShip standard, which represents the minimum requirements for a RightShip recommendation, against which all vessels are assessed to check their safety, risk, sustainability and social welfare standards. Through vetting, customers can add their additional bespoke criteria, such as berth fit requirements.

    Our vessel vetting takes place within the RightShip platform, harnessing the latest technology to deliver reliable, timely recommendations. The sophisticated vetting rules engine searches and returns the required data from RightShip’s proprietary database, while our in-built communication channels make automated requests for additional information and documentation as required. Our vetting superintendents use their expertise to analyse the information and documentation gathered to provide an ‘acceptable’ or ‘unacceptable’ recommendation for the specific vessel and voyage under consideration.

    Customers request vets directly on the vessel page and can track their vet status and outcome in real time. All vet request outcomes are stored with your RightShip account, date and time stamped when your vet is complete, and cannot be altered

    Vessel Vetting

    Vessel Vetting methodology

    RightShip’s experienced global vessel vetting team uses the unique data collected from all of our products services, in conjunction with leading technology and due diligence processes.

    By drawing on all data collected in the RightShip platform, vetting can be combined with RightShip’s other products including our dry bulk inspections, GHG Rating and Safety Score. This ensures a holistic view of a vessel’s suitability for use.

    A confirmed vetting outcome, marked with an ‘acceptable’ or ‘unacceptable’ recommendation will be logged in RightShip’s platform and an email notification will be sent to the vet requestor.

    Vessel Vetting

    Vessel Vetting within the RightShip Platform

    RightShip’s vetting process is delivered through our innovative digital platform. The vetting criteria is housed in the RightShip vetting rules engine. The rules engine searches and retrieve the RightShip standard against our proprietary data; and our inbuilt communication channels will automatically send out Requests for Information (RFIs) when the vet is first triggered. All of this information is gathered for both the RightShip Vetting Superintendent and the vet requester in real time, allowing the requestor to monitor the vet’s progress.

    Vessel Vetting

    The RightShip Standard and your vetting criteria

    RightShip assesses all vessels against our RightShip Standard, which represents our minimum requirements for good operational practices. This includes, but is not limited to:

    • Incident review, performance and resolution
    • PSC performance review, performance and resolution – inclusive of targeting activity and bans
    • Certification and compliance status
    • Class records (conditions, status)
    • DOC performance (ISM)
    • Prior RightShip history and database
    • Physical validation (RightShip Inspections)
    • Special vetting criteria (customer-specific rules and checks)

    We acknowledge that each customer may have their own special vetting criteria, which is applied on top of the RightShip standard. Additional vetting criteria is based on customer risk appetite and can be designed around a specific location or risk factors for that trade. A vessel which does not meet the RightShip standard will not be eligible for an ‘acceptable’ recommendation from RightShip, regardless of the vessel’s performance against additional customer vetting criteria.

    When a new customer signs up for vessel vetting, our vetting superintendents will provide in depth information about RightShip’s vetting standard and discuss any additional bespoke vetting criteria if required.

    Vessel Vetting

    Vetting outcomes: acceptable or unacceptable

    RightShip employs a global team of vetting superintendents, with varied experience and background by ship type and trade, who fully understand ship operations, compliance and risk. They are located strategically across RightShip’s offices to cover all time zones and share expertise in order to provide an ‘acceptable’ recommendation that meets our standard criteria.

    The superintendent team will review all open items, including detentions, deficiencies and incidents. Where there are performance gaps, additional checks will be undertaken. Unless the necessary corrective actions are completed by the operator, to the satisfaction of the RightShip vetting superintendent, RightShip will not be in the position to make a recommendation on that vessel for the voyage under consideration.

    A vessel that receives an ‘acceptable’ recommendation may exhibit the following operational performance standards:

    • High standard of close-outs into any incident, PSC, detention or adverse report
    • No on-going abandonment cases
    • Not appearing on any PSC MoU banned lists
    • No overdue surveys or conditions of class
    • No history of being Dis-Classed or Class suspended as a result of performance or failure to complete class requirements
    • Vessels with a valid ‘acceptable’ RightShip dry bulk inspection

    Once all the checks are complete, with all data and responses reviewed, the RightShip vetting superintendent provides a recommendation on the vessel under consideration. Each vetting recommendation is specific to the vet requestor and is only valid at the time of recommendation for the nominated vessel and voyage under consideration. A new vet will be required to consider a new vessel for the same voyage, or once the original recommendation expires.

    Vessel Vetting

    RightShip’s Safety Score and Vessel Vetting

    Our vetting process involves a range of inputs and assessments, in addition to the Safety Score, to establish whether your chosen vessel is a suitable partner, based on our vetting standard and your bespoke vetting criteria.

    RightShip can vet any vessel with a Safety Score between one and five. Provided the vessel meets RightShip’s minimum vetting standard and the customer's additional criteria, the vessel could receive an ‘acceptable’ recommendation.

    Indicative scores

    Additional checks are carried out for vessels with an indicative Safety Score. These types of scores are provided to customers as an indication that further data or investigation is needed. Examples of vessels with an indicative Safety Score include vessels with a lack of historical data, such as its trading behaviour, inspection and reporting. There could be outstanding information that needs review by a vetting superintendent. Alternatively, indicative scoring can be used to identify riskier vessels associated with abandonment cases.

    Safety Score N/A and Zero

    Vessels which are marked N/A are out of scope for the Safety Score. In some cases, these vessels may receive an “acceptable” recommendation once the vetting process has been completed.

    However, vessels with a Safety Score of zero have been flagged as sanctioned. These vessels cannot receive a positive vetting outcome therefore the “request a vet” button is disabled for these vessels.

    Safety Score 1 and 2

    In the case of lower performance at the vessel and / or DOC levels, our vetting process includes additional checks that will be performance to support the recommendation of the vessel. This takes place before the final recommendation. These final risk mitigation steps could include:

    • Full review of the Safety Score
    • Request the close out report for PSC deficiencies
    • Request for an up to date Class and Statutory Survey Status
    • Additional review on the vessel technical manager/ DOC holder
    • Close out reports for any open incidents
    • Valid RS inspection if vessel is showing unsatisfactory performance

    Safety Score 3 - 5

    These vessels have been highlighted as working towards best practise in safe operations. In order to complete the full RightShip due diligence process, customers must complete a vet for these vessels. The outcome includes a timestamped recommendation based on the vessel’s specification, particular cargo and determined voyage.

    Action to take

    The Safety Score and Platform are now live

    RightShip’s team is grateful for the support our customers have shown and the broad industry feedback shared, which has contributed to delivery of the best possible Safety Score within the new Platform.

    The new Safety Score and Platform launched at 8am Singapore time on February 8th, 2021. If you are an existing customer, you can log in to the Platform to see your new score, any Safety Score rules they may have triggered and submit vets.

    We have now decommissioned the Risk Rating and transitioned to the Safety Score, which you must now use as the first step in your due diligence process. We have disabled the vet request button in Qi, and the data housed in Qi and SVIS is now read only and has been migrated to the Platform. This means RightShip will not be responsible for any decisions made based on Qi or SVIS data from February 8th, 2021.

    To learn more about RightShip’s transition to improved digital processes, read this article from CEO Steen Lund.

    Getting started

    Existing customers can access the Platform with their existing Qi log in credentials. From now, we will use noreply@rightship.com as our central notification email address. Please ensure you have this email marked in your address booked so that any notifications you receive go straight to your inbox.

    If you would like to enquire about accessing the platform, please contact us via info@rightship.com.

    Continue reading to learn your next steps and get set up with the Safety Score and RightShip Platform.

    Action to take

    Transitioning from the Risk Rating to the Safety Score

    We are pleased to move from the Risk Rating to the Safety Score as part of our commitment to improving safety standards throughout the maritime community.

    The new Safety Score uses a fundamentally different model to the Risk Rating and provides a new way to benchmark safety. This means the underlying methodology has changed and is no longer predictive. It is not specifically focused on assigning an estimated value to the risk of incidents occurring in the next 12 months. Instead, the Safety Score measures the past operational performance of a vessel in a transparent way, resulting in a powerful tool to assist users in forming their own holistic view of future operational risk.

    A Safety Score does not convey the same information as the Risk Rating, therefore a “like for like” comparison of the Risk Rating and Safety Score for a particular vessel is not applicable.

    While the Risk Rating and the Safety Score are fundamentally different models, they are both valuable. However, we have listened to industry feedback and designed the Safety Score to provide more transparency to an individual vessel’s score and to drive improvements in the industry. By allowing operators to see in more detail how their score has been calculated, we hope to direct the industry towards improvements in key operational areas.

    Action to take

    Vessels with Safety Score 1 and 2

    Our team recommends reviewing any vessels which are scored SS1 or SS2 in your fleet. In particular, please note if an inspection is required as part of any rule resolution or any inspection due dates for all dry bulk vessels over 14 years of age.

    Customers can also see if there is any vessel information marked as “unknown” in the platform, such as a vessel’s DOC, Flag or Class. This information can be submitted through the existing forms on a vessel's page.

    If necessary, we encourage you to start preparing your incident and PSC inspection close out information which you will be able to submit through the beta platform, or if you’re a shipowner who’s not currently a customer, you can submit this information by emailing DryCargo@RightShip.com

    Customers have the option to ‘request a review’ of selected Safety Score rules and submit supportive evidence via the beta Platform. Our new Safety Score includes the option for an expert review against selected rules, as part of the process to assess corrective actions taken against key rules triggered that result in a SS1 or SS2. Please check to see if any of your vessels require a review. If so, you can begin the resolution process now, by clicking the link on the vessel’s page.

    RightShip will endeavour to process any information, reports or data provided by vessel managers and owners as quickly as possible with the following prioritisation to:

    • Any vessels which are in the process of being vetted
    • Vessels which our vet requesting customers frequently vet
    • Vessels which are of interest to our platform subscribers or key regulators
    • Stakeholders and others supplying updated information like operators or ports and terminals intended for future use
    Action to take

    RightShip’s safety ecosystem

    At RightShip we believe that a successful voyage is one that is safe, sustainable, supports the welfare of our seafarers and is also commercially successful.

    In our new platform, we combine our vast data, leading digital tools and analysis by our subject matter experts to benchmark operational performance consistently. This allows us to show “what good looks like” by highlighting best practice and supporting continuous improvement across the three dimensions below.

    For the purpose of this article, we will focus on safety.

    RightShip’s Safety Ecosystem

    We support risk reduction and improved business outcomes for our customers by integrating, analysing, processing and assessing the many inputs to our platform using innovative technology. Our safety ecosystem due diligence process is comprised of the Safety Score, vessel vetting and inspections. All components should be evaluated together to improve the overall view of safety of your supply chain operations and pending voyages.

    RightShip’s Safety Score

    The Safety Score is designed to provide a composition of the world’s fleet and delivers a transparent view of best practice operations. It is intended to help our risk assessment customers gain an initial perspective on the operational performance of a vessel as part of a comprehensive due diligence process, while simultaneously encouraging shipowners to invest in improved processes and technologies that make the entire supply chain safer.

    This clear and consistent benchmark of historic safety performance provides a reference point for all participants at the start of the vetting process. Find out more about the Safety Score methodology here.

    Our expert vetting process

    While the Safety Score provides an initial indication of a vessel’s safety and performance, our vetting process provides systematic due diligence, which is performed by our experts.

    Utilising RightShip’s platform, our vetting superintendents provide an assessment based on the RightShip Standard, which may be supplemented with bespoke customer criteria, and ultimately make a suitable recommendation for a vessel on a nominated voyage.

    RightShip’s vessel vetting service leverages our unique data, leading technology and due diligence processes to advise whether a nominated vessel would be recommended for a future voyage, based on several factors including route, environmental impact and cargo type.

    We use all data and reporting collected in the RightShip platform, including outcomes from RightShip Dry Bulk Inspections, along with the vessel’s safety and GHG emissions profile to provide the complete picture of the condition, emission profile and operational history of a vessel.

    Our experts then assess the vessel against our RightShip Standard and, where applicable, use any special vetting criteria requested by our vetting customers to address their specific risk profile. This could include berth fit, terminal questionnaires or other complex, bespoke requirements to suit their marine assurance needs.

    At the end of the vetting process the vet requestor will receive a recommendation, in which the vessel is deemed ‘acceptable’ or ‘unacceptable’ for the nominated voyage.

    Dry bulk inspections

    Physical inspections enable RightShip to provide an added assessment of onboard safety management systems, operating and maintenance standards, safety culture, standards of welfare, crew wellbeing and environmental management on board. This process factors in inspection items that go beyond the physical condition and regulatory compliance, which may materially affect the operations of the vessel.

    Completing inspections provides an additional assessment of operating practices and standards onboard. Inspections may identify opportunities for improvement or confirm that corrective action has been successfully implemented onboard.

    How to use complementary RightShip’s products and services to reduce risk

    The data from RightShip’s Safety Score and dry bulk vessel inspections, combined with our due diligence service allows our customers to take a holistic approach to risk and safety. While you will find the Safety Score and bulk inspection outcomes useful for real time performance and quality background checks, our vessel vetting service will help you carry out your internal risk assessment and assess the suitability of a vessel for your cargo, terminal or company risk profile. When all of these products are engaged, you have a complete view of a vessel’s suitability.

    During our vetting process, we consider a range of inputs and assessments, including the Safety Score, to provide a reliable recommendation.

    The Safety Score provides distinct and clear lines as to the operational performance of a vessel for our due diligence customers, however any vessel with a Safety Score between one and five could be recommended by RightShip after completing the whole vetting process satisfactorily:

    • SS N/A: Vessels which are out of scope for the Safety Score. In some cases, these vessels may receive an “acceptable” recommendation once the vetting process has been completed.
    • SS 0: Vessels which have been flagged as sanctioned. These vessels cannot receive a positive vetting outcome therefore the “request a vet” button is disabled for these vessels.
    • SS1 & 2: Vessels which need improvement to achieve the industry agreed standards of “good” operations. These vessels may be recommended by RightShip’s Vetting Superintendents but will require investigation and more information from the vessel’s manager.
    • SS3 – 5: Vessels which are working towards best practise in safe operations. In order to complete the full RightShip due diligence process, customers must complete a vet for these vessels. The outcome includes a timestamped recommendation based on the vessel’s specification, particular cargo and determined voyage.

    The due diligence process may also be supported by the results of a physical inspection onboard to confirm the required improvements to address historic operational performance concerns have been implemented onboard satisfactorily.

    See below for a summary of these products and services to understand how they complement one another:

    RightShip Safety Score RightShip Dry Vessel Inspections RightShip Vessel Vetting
    Operational history of the vessel, DOC, flag and class Yes No Yes
    Change of vessel DOC management Yes No Yes
    Crew understanding and competency checks No Yes No
    Class certification checks No Yes Yes
    Non-IACS vessel review Yes No No
    Assessment of the safety management system, physical condition and maintenance of the vessel No Yes No
    Sanction checks and bannings Yes No Yes
    Personalised risk assessment based on the voyage, cargo and vessel No No Yes
    Due diligence process recorded and time stamped No No Yes
    Incident, Port State Control response and close out quality Yes No Yes
    New vessel delivery confirmation No No Yes
    Recommendation from expert vetting team No No Yes

    The Safety Score provides a very different view of a vessel than the Qi Predictive Risk Rating. It is not a like for like replacement and therefore cannot be used in the same way as the Risk Rating.

    We recommend that all references to a minimum Risk (or Star) Rating in any commercial contracts instead be replaced with the requirement to complete the vetting process. As explained above, the vetting process is designed to consider additional factors and clarifications beyond the Safety Score to produce a clear and trusted recommendation.

    Building a blueprint for operational excellence

    Finally, our safety ecosystem and all the complementary parts have been developed to serve all the customers and stakeholder in the supply chain.

    Charterers, regulators, financers, insurers, ports and terminals all have their role to play in supporting an improved safety culture and standards across the board. True leadership from all key stakeholders is crucial to provide the transparency and collaboration required for real progress.

    This is particularly important when allocating scarce resources and identifying where operating budgets should be maintained to avoid incidents and reputational damage in the future.

    Action to take

    Vessel Inspections

    RightShip’s independent Dry Bulk inspections program provides validation of a vessel’s condition and management system. Vessels that achieve a positive inspections result receive a small positive adjustment to their Risk Rating, in order to inform the vetting and selection process of our due diligence customers.

    After receiving feedback from all parts of the industry, we have spent the last two years reviewing our ability to act on our mission to improve safety across the maritime industry. Part of this review included our current inspections and Risk Rating approach. The outcome of this assessment will be to refine RightShip’s services and move towards the new goal of providing a clear path to operational excellence and promote those who invest in the highest standards across their fleet.

    In order to achieve these goals, we will be separating the results of our Dry Bulk inspections program from our Safety Score model. Instead these results will be captured by the Safety Score rules in two ways. First, dry bulk vessels older than 14 years without a valid RightShip dry bulk inspection will receive a maximum of a Safety Score of two. Secondly, a positive result from a RightShip dry bulk inspections will be included as action to take to resolve selected RightShip rules.

    This will allow us to provide a better link between the Safety Score and our Vessel Vetting services, as well as provide clear actionaility for improvements in a vessel’s score. A valid dry bulk inspection will be clearly indicated on a vessel’s page within the RightShip platform to provide an additional tool for shipowners to market their proactive investments in high safety standards and the condition of their vessels.

    Action to take

    Training on our new Platform

    Our platform provides us with new communication channels. These include new ways to submit a vet, receive requests for information from RightShip and request an inspection or verify your vessel.

    To ensure vetting workflow continues as normal when we switch from Qi to the new RightShip platform, please make arrangements for your teams to train using all the materials and webinars which are available on help.rightship.com.

    For more information, please contact info@rightship.com

    The new RightShip Platform

    The new RightShip platform: your comprehensive safety and sustainability management resource

    The RightShip team is pleased to launch its new platform, housing our sustainability and safety products and services.

    Our improved platform has been designed to provide you and your team with an improved and more transparent experience. The enhanced offering is an amalgamation of our comprehensive data sets, advanced analytics and the technical expertise of RightShip staff.

    Through RightShip’s new platform technology, you can access these business solutions:

    • Safety Solutions
      • RightShip vessel Inspections
      • Vessel vetting
      • Safety Score
    • Sustainability Solutions
      • GHG Rating
      • Carbon Accounting - online tool coming soon!

    Optimised workflows

    With enhanced cloud-based servers, plus mobile and tablet-friendly options, the platform has increased stability and provides more versatility for you, our customer. We aim to provide greater transparency, faster responses and seamless communication between RightShip and our customers. You can also respond to RightShip requests for information directly in the platform, allowing you to upload vessel information and certificates anywhere, while on the go.

    In addition, you’re able to check the status of vets, request inspections and benchmark all vessels' Safety Score and GHG emissions from the same vessel page.

    The new RightShip platform has several new features, which provide improved functionality and more streamlined communication with our experts. This means our services, such as vessel vetting, are easier to use and results can be returned faster. The improved advanced search tool provides a customisable, more efficient search for vessels. You can also set up notifications and alerts to monitor your vessels, inspections and vetting status.

    Improved transparency to an individual vessel’s score and to drive improvements in the industry was a design priority. In our enhanced platform offering, you’ll find more information about the Safety Score and the GHG Rating, including how the vessel has been scored or rated as well as benchmarking each vessel within its peer group. This helps you to clearly understand where the vessel sits versus similar type and size vessels.

    The new RightShip Platform

    A clear path to improved safety

    Through our platform, we provide an easier way for RightShip and ship owners and managers to communicate so that those in charge can take actionable steps to improve safety standards for that vessel.

    Vessels found to have incidents or detention which has not been closed out with RightShip, will have alerts clearly displayed. By contrast, vessels with an acceptable RightShip inspection, achieved in the past 12 months, will be rewarded with the RightShip inspection badge.

    1) Safety Score

    At each stage in the Safety Score, customers can clearly see where they can improve their score.

    Rules that govern if a vessel has a SS1 and SS2 are clearly highlighted on a vessel’s page and vessel owners are provided with the required action to release the vessels from these scores.

    Customers can see a clear and concise explanation of the elements that factor into the Safety Scores model, which provides scores of 3 - 5, and how they contribute to their overall score.

    2) Vetting

    RightShip’s new platform is easy to use, taking the confusion and stress out of the vetting process. Within the platform you can request a vet directly from the vessel page. This immediately lands in our vetting team’s workflow and gives you instant access to RightShip’s staff. Improved vetting services included:

    Vet status transparency

    Track your vet from within the platform – including the status, requests for additional information or if an inspection is required.

    Real time notifications

    You’ll receive real time notifications from RightShip superintendents. These notifications will include instructions outlining your next steps and allow you to upload required information directly into the platform.

    3) Inspections

    Inspection requests are now processed digitally – linked directly to the vessel page and our vetting services. If a vessel needs an inspection as part of the vetting process, all parties will be informed through the platform’s communication tools.

    RightShip provides an inspections badge on a vessel’s page to reward vessel owners who are committed to investing in best safety practices for their fleet.

    Customers can request an inspection simply by filling out the required forms located within the platform. This request will be immediately added to our inspections team’s workflow. Any additional requests for information will be made through the platform.

    The new RightShip Platform

    Working towards a zero-emissions future

    We encourage all vessel owners to view their ratings on the GHG Rating summary page and the GHG Rating factors page, which outlines each criterion in the GHG Rating equation. With industry support, we can ensure the data is verified and the ratings are calculated as accurately as possible.

    The GHG workflow in the new RightShip platform has been built with you in mind. We’ve listened to your feedback and implemented the following workflow enhancements:

    Reward for positive actions

    We’ve highlighted energy saving equipment, so vessel owners who invest in efficiency are easily recognised and charterers have greater insight into these measures when selecting vessels.

    We understand sustainability measures require investment and we value owners who proactively make efficiency improvements. In turn, we now reward those owners with recognition for their efforts – they’re front and centre for potential charter.

    Fast-tracked GHG verification workflow

    In an effort to reduce emails, we’ve built direct communications tools into our platform. You can now talk to us directly, using the Request a GHG verification button. This will help you to verify a vessel’s GHG Rating and energy saving equipment quickly and easily.

    Here you will complete a questionnaire that is tailored to your vessel requirements, rather than sending several emails to our team.

    Improved GHG transparency

    You’ll now receive greater insight into the individual factors that make up your vessel’s GHG Rating and have full access to data sources. This bolsters transparency for both the owner and charterer, in turn ensuring more accurate ratings.

    Best practice GHG benchmarking

    RightShip’s new platform provides comprehensive analysis of the make-up of your fleet, and a comparison of the world fleet’s efficiency, so you gain comparative context. It also provides owners with verification status of their vessels, so they’re well placed to determine where work is needed.

    Get the job done in one place

    You can now complete GHG verification requests, receive outcomes and communicate with our team in one location within the RightShip platform. With GHG Ratings and vetting housed within the platform, you’ll experience a seamless, holistic vetting process.

    The GHG Rating

    RightShip’s GHG Rating

    We’re steering the shipping industry to a sustainable future with our GHG Rating – reduce your emissions to gain a competitive advantage in a carbon constrained market.

    The GHG Rating

    RightShip’s GHG Emissions Rating was developed in response to the growing trend of global CO2 emissions and the industry demand to improve efficiency. It offers a systematic and transparent means of comparing the relative efficiency of the world’s shipping fleet.

    Each vessel is provided with an individual GHG Rating, allowing customers to compare a ship’s theoretical CO2 emissions relative to peer vessels of a similar size and type. We use an easy-to-interpret A – G scale, with A being the most efficient rating.

    The focus on supply chain emissions is growing with the environmental performance of many large corporations coming under increased scrutiny. This has a top-down impact through supply chains and operators with superior GHG Ratings are experiencing a competitive advantage in the market.

    We’re moving to the new RightShip Platform

    RightShip’s GHG Rating services will move to RightShip’s new Platform so that you’re able to access all of our safety and sustainability information in one location. If you are not a current customer, but enjoy the benefits of energyefficiencyrating.net, we will provide you with a trial version to the new RightShip platform until May 2021. To participate in the trial, we invite you complete  this form, and our customer service team will be in touch.

    We thank you for your contributions to the GHG Rating to date and look forward to continuing to deliver comprehensive sustainability guidance to you, and the world’s fleet.

    To learn more, go to: ComingSoon.RightShip.com or email: environment@rightship.com

    Working towards a zero-emissions future

    As RightShip moves to its new digital platform, you’ll see several enhancements that strengthen our safety and sustainability ecosystem. This includes improvements to the ways the GHG Rating is calculated and incorporated with our vetting products and services.

    The GHG Rating was a market-leading sustainability tool when we launched it in 2012, and in order to remain at the forefront of emissions reductions, we must continue to evolve.

    How has the GHG Rating changed?

    In the new platform, you’ll see the following additions and changes to our GHG Rating:

    • 'We’ve included vessels with non-standard propulsion to their peer groups, which mainly impacts LNG vessels.
    • The data we obtain from IHS is better integrated to automatically apply some correction factors to vessels, as per the IMO guidelines. Previously this process was completed manually as part of vessel verification.
    • Our calculation formula has been updated to align with more recent developments to the IMO’s EEDI guidelines, such as the revised ice-class calculation.

    Why these changes are important

    We’ve expanded the scope of the GHG Rating to include more vessel types. By applying to a diverse range of vessels (such as LNG carriers with non-standard propulsion), our GHG Rating and Carbon Accounting Tool will drive significant market change.

    The automatic application of correction factors strengthens our ratings, particularly for unverified vessels. Having the relevant correction factors applied prior to verification will close the gap between an unverified and verified rating, making the unverified ratings more robust.

    When it comes to sustainability, we can’t afford to be complacent and must continuously improve our systems and processes. This is why we ensure our GHG Rating and EVDI calculations are updated to align with the IMO guidelines, which evolve over time based on market feedback and new research.

    The GHG Rating

    The GHG Rating is moving to its new Platform

    As you may have heard, RightShip is launching a new Platform, which has been developed to incorporate all of RightShip’s products and services in one place. This will include all of the important information from energyefficiencyrating.net, along with many additional features. We appreciate the contributions industry members have made since we first launched the website in 2012. To date, we have more than 8000 active users who’ve helped us to develop a clear view of the world fleet’s sustainability capacity.

    Migrating to the Platform delivers several benefits including more detailed vessel input information, visibility into the peer group, company benchmarking, improved GHG Rating data, a vessel activities timeline with GHG Rating change data and much more.

    During this transition, we have centralised and enhanced our offerings in the new Platform, creating a hub for vessel GHG Rating and Safety Score information. With this in mind, energyefficiencyrating.net will no longer be available when the new Platform launches and all data will sit within the Platform.

    Why is RightShip making this change?

    Initially energyefficiencyrating.net was created so we could deliver our GHG Ratings on an open platform to ensure transparency and improve the accuracy of our database. We appreciate the more than 8,000 subscribers who have reviewed and updated their GHG Ratings and assisted us in getting the database to its present market-leading position. However, we now seek to make sure all products and services are available within the Platform. Therefore, we ask that you now access this information here.

    As a current RightShip customer, you will be able to access all of the important information in the new Platform, in addition to the features outlined above.

    If you are a not currently a RightShip customer, you can still update your vessel data and verify the GHG Rating via a vessel-specific link, which you can obtain from environment@rightship.com. In this case, you will be limited to submitting data and reviewing the GHG Ratings of your own vessels only.

    Alternatively, if you are not an existing customer and would like to retain access to our full suite of GHG Rating information, we will provide you with a trial version to the new RightShip Platform until May 2021. This provides the opportunity to trial the exciting new features of RightShip’s Platform. To participate in the trial, we invite you complete  this form, and our customer service team will be in touch.

    In the meantime, you can view demonstration webinars or read up about our new Platform on comingsoon.rightship.com.

    If you have any questions about gaining access to the GHG Rating and would like to speak to a member of our team, please contact us here: environment@rightship.com

    We thank you for your contributions to the GHG Rating to date and look forward to continuing to deliver comprehensive sustainability guidance to you, and the world’s fleet.

    Frequently asked questions

    The RightShip Platform is the new home of the GHG Rating

    We have listened to your enquires regarding the ways in which access to RightShip’s GHG Ratings will change as a result of the new Platform and Safety Score roll out. Here, RightShip’s sustainability manager, Kris Fumberger, answers your frequently asked questions.

    Is access to RightShip’s GHG Rating changing when the new Platform launches?

    Yes, it is. When RightShip launches its new online Platform, we will move the GHG Rating into the Platform. The Platform has been developed to incorporate all of the important information from the energyefficiencyrating.net website, along with many additional features, so that you can find everything you need in one place.

    Enhancements include more detailed vessel input information, visibility into the peer group, company benchmarking, improved GHG Rating data, a vessel activities timeline with GHG Rating change data and much more.

    During this transition, we have centralised and enhanced our offerings in the new Platform, creating a hub for vessel GHG Rating and Safety Score information. With this in mind, energyefficiencyrating.net will no longer be available when the new Platform launches and all data will sit within the Platform.

    Why is RightShip making this change?

    We want to make it easier for you to access all of our products and services in the same location. Initially energyefficiencyrating.net was created so we could deliver our GHG Ratings on an open platform to ensure transparency and improve the accuracy of our database.

    We appreciate the more than 8,000 subscribers who have reviewed and updated their GHG Ratings and assisted us in getting the database to its present strong position. However, we now seek to make sure all products and services are available within the Platform. Therefore, we ask that you now access this information here.

    What does this mean for RightShip subscribers?

    If you are a current RightShip customer, you will be able to access all of the important information previously housed at energyefficiencyrating.net in the new Platform, in addition to the features outlined above. This ensures the EVDI data, which the GHG Rating is built on, continues to improve and is open and transparent for all shipowners, ship managers and ship operators.

    If you haven’t already, we encourage you to complete the training packs that we have supplied so that you can see how the information is delivered within the Platform.

    What if I’m not a RightShip customer?

    If you are a not currently a RightShip customer, you can still update your vessel data and verify the GHG Rating by emailing environment@rightship.com.

    Alternatively, if you are not an existing customer and would like to retain access to our full suite of GHG Rating information, we will provide you with a trial version the new RightShip Platform until May 2021. This provides the opportunity to trial the exciting new features of RightShip’s Platform. Please complete  this form and a member of our customer service team will be in touch.

    When is this all happening?

    All energyefficiencyrating.net users who request free access will be migrated over to the beta version of the RightShip Platform in December 2020. They will have access through a free trial access until May 2021. We will automatically move all beta users to the RightShip Platform when it goes live in 2021.

    How much does it cost to become a customer and access the GHG Rating?

    Access to the GHG Rating within the Platform is part of your membership and you can continue to explore this information here, along with the additional new Platform features. To learn more about the pricing structure, we invite you to contact info@rightship.com or to complete the above form so that we can better understand your needs.

    How does the data work during Platform trial?

    From December, customers and those participating in a trial version of the Platform will have access to both the Platform, as well as energyefficiencyrating.net and Qi. During this initial trial phase, the Platform will display ratings based on model data only. This data is not officially ‘live’, so verifications that occur while we are in this phase will not be formally reflected.

    The GHG Ratings in the Platform during this phase are therefore indicative only. The live data will remain in energyefficiencyrating.net / Qi and should be considered the most accurate until the Platform is officially launched. After the Platform launch date and the closing of energyefficiencyrating.net and Qi, data in the Platform will be the single source of truth and contain the most current and accurate GHG Ratings and data.

    Where can I get more information?

    To learn more about the GHG Rating and our new Platform, please visit the website comingsoon.rightship.com where you can view our demonstration webinars or read up about our new Platform in the knowledge base.

    The GHG Rating

    The RightShip’s GHG Methodology

    How ships are compared

    Rather than adopting a ‘one size fits all’ approach, the GHG Rating compares the theoretical CO2 emissions of a peer group of vessels, across similar size and type.

    Ship types for comparison align with the IMO’s guidelines for calculation of EEDI reference lines. The peer groups for comparison include bulk carriers, chemical tankers, containerships, crude & product tankers, cruise & passenger ships, general cargo ships, LNG tankers, LPG tankers, refrigerated cargo ships and ro-ro cargo ships.

    Vessels are compared in size to other vessels plus or minus 10% of their DWT.

    Efficiency indexes

    RightShip’s GHG Rating utilises one of two sources when determining an individual vessel’s efficiency. We consider the EVDI (Existing Vessel Design Index), or the EEDI (Energy Efficiency Design Index).

    The EVDI and EEDI provide an indication of a vessel's design efficiency, representing grams of CO2 per tonne nautical mile, and can be used interchangeably.

    GHG Ratings across a ship type

    The GHG Rating compares the relative efficiency of a ship using the EVDI (or EEDI as applicable).

    This means that a vessel is assigned a rating based on how it’s EVDI compares to the average EVDI score for vessels of a similar type and size.

    The rating is designed to place an average vessel in the middle of the D rating band, generally following a normal peer distribution, or bell curve. Vessels which are more efficient than the average are given a higher rating, while vessels which are less efficient are provided with a lower rating.

    In general, the ratings for a vessel’s peer group fit the following fixed percentages. When we look at the distribution of ratings across a vessel type, the largest portion of vessels are D rated and only a small number are A or G rated vessels. However, this may vary depending on the makeup of the fleet.

    Size Score

    A vessel’s size score represents where it sits within a GHG Rating band. The size score is displayed along the bottom of the bell curve below. You can see that a vessel with a size score of 1.3 is B-rated, where as a size score of -1.3 is a F-rated vessel. The ratings are dynamic and subject to change as the peer group changes, therefore it is common for a vessel’s size score and GHG Rating to slowly change over time.

    The GHG Rating

    You and the RightShip GHG Rating

    Verifying your vessel's GHG Rating

    On the RightShip platform, we display if a vessel’s GHG Rating has been verified by the shipowner. An unverified rating provides an indication of vessel performance as it is based on vessel specific IHS inputs, IMO assumptions and sister vessel data.

    To help gather accurate data in the GHG Rating, RightShip provides all shipowners with the ability to submit documentation to confirm the inputs used in the calculation. Once checked through by our Sustainability team, the vessel is shown as having a verified GHG Rating on the vessel page.

    Owners will benefit from verifying their vessels because the GHG Rating can be used as part of RightShip’s due diligence and risk assessment vessel vetting service. Our online vetting process notifies the owners of unverified vessels when the GHG Rating of their vessel is impacting the outcome of a vet. However, the delay associated with obtaining the relevant verification documents from the owner means that there is a commercial incentive for vessel owners to pro-actively verify their vessel’s ratings.

    A fully verified vessel, which meets customer’s vetting criteria for the GHG Rating, passes through the vetting process in a seamless manner. This positions a verified vessel at competitive advantage over peer vessels that are unverified.

    Incentivising new build designs

    Our overarching goal is to improve sustainability standards in the maritime industry. To achieve this goal, we aim to reward owners who have prioritised efficiency with superior design, consideration of engine performance and build of their vessels.

    Our GHG Rating aims to shine a light on the top tier of vessels operating in a segment, which will enable charterers, banks and shipowners to have more transparency in their decision making.

    We understand that some of the biggest efficiency gains can be had at the design stage of a vessel. Therefore, we work with shipowners by providing pre-assessments of GHG Ratings prior to the final build stage, insights into efficient shipyards to build vessels, as well as benchmarking of previous vessel performance.

    Continual improvement over a vessel’s life

    RightShip also recognises the huge need to promote those who invest in sustainability advances in their current fleet. By investing in energy saving equipment, existing vessels can improve their efficiency and move up the GHG Rating bands.

    Vessels that have been upgraded with energy saving equipment to operate more efficiently than designed are recognised through the rating. A vessel’s GHG Rating may improve and/or a plus sign (+) will appear next to the GHG Rating. The plus sign (+) increases visibility of a vessel among its peers. It also allows owners to clearly display the actions they have taken to improve their vessels environmental performance and then market them accordingly.

    The GHG Rating

    How can I improve?

    Steps to improve a vessel's EVDI/GHG Rating

    1. Verify your vessel's GHG rating by requesting a GHG verification
    2. Speak to a class or a qualified third party about the most appropriate energy saving equipment for your vessel.
    3. Consult RightShip for a pre-assessment of GHG Rating change by email environment@rightship.com
    4. Provide RightShip with the appropriate documentation, detailing the improvement to the EVDI.

    There are various energy saving equipment options for shipowners to consider in terms of improving the GHG Rating. The energy saving equipment will need to have a positive effect on one or more of the elements contained in the EEDI/EVDI equation. (See guidelines). For example, the speed of the vessel, engine size, specific fuel consumption, etc. so that the vessel is operating more efficiently than first designed.

    The main energy saving equipment categories that can lead to a GHG Rating improvement include:

    • 'Major conversion' (e.g. alter ship dimensions, cargo carrying capacity or engine power)
    • 'Mechanical/electrical measures' (technological measures for improved energy efficiency e.g. propulsion improvements),

    Note: The benefits from ‘operational measures’ such as low friction paint, cannot usually be isolated from the EVDI equation and will generally not improve the GHG Rating. They may however qualify your vessel for a plus (+) symbol next to the GHG Rating, to signify that it is operating more efficiently than designed.

    For us to include this improvement in your vessel's rating, we require documentation from class or a qualified third party detailing the improvement to the vessel. This can take the form of a re-sea trial or CFD modelling. It needs to be vessel specific and outline how the energy saving equipment improves the efficiency of the vessel under EEDI/EVDI conditions e.g. the Vref at 75% main engine MCR at summer load draught.

    Most common vessel energy saving equipment

    Energy Saving Equipment Graph