Decorative chart. It shows a passage plan crossing the Bay of Biscay, passing the Dover Strait and running north-east through the North Sea emission control area to an EU port call. That is the voyage GreenETS reports on. No information here is missing from the text below.
Two measures of the same thing, how much carbon a ship moves cargo with. One has been in force since 2023 and carries a rating your charterers can read. The other is still being drafted.
CII applies to ships of 5,000 gross tonnage and above on international voyages, under MARPOL Annex VI and MEPC.354(78). It has been in force since 2023 and it produces a rating from A to E.
What the ship actually did. The year’s fuel, by grade, against the distance sailed and the capacity carried. It comes out of the same voyage reports and bunker records the annual submissions already run on, so there is nothing extra to collect.
What the ship was supposed to do. A reference line set by vessel type and capacity, reduced by a factor that tightens every year to 2030. The gap between attained and required is the rating.
Boundaries are set per vessel type. A D three years running, or a single E, obliges a corrective action plan in the SEEMP. Charterers ask for the rating well before the regulator does.
The required line keeps falling while the ship stays the same, so a rating holds only if something changes. Seeing which year the rating drops is the point of running it early.
GFI is the IMO’s own fuel standard. It would set a declining Well-to-Wake intensity limit for ships over 5,000 gross tonnage on international voyages, backed by a two-tier price on the shortfall, written as a new Chapter 5 of MARPOL Annex VI.
It is not adopted. It was approved at MEPC 83 in April 2025, and the extraordinary session that October closed without agreement. Application would be phased from 2027 if it passes.
Well-to-Wake is the part that catches people out. CII counts what comes out of the funnel. GFI counts the fuel from production onward, so two ships burning the same tonnage can sit on different sides of the limit depending on what they bunkered and where it came from.
We model it today from the bunker records the other regimes already use. Enter a year of fuel in the calculator below and the draft framework is worked out alongside the CII from the same figures, giving the energy, the 2028 to 2035 targets, and what a gram per megajoule of deficit would cost. Nothing about that is a submission, and we do not present it as one. It is there so a fleet can see where it would stand before the rule arrives rather than after, and so the calculation is ready and tested when the text settles.
This works for any ship, not only one already on our platform. Choose the vessel type and the reporting year, enter the capacity and the distance sailed, then the tonnes of each fuel burned over the year. Back come the attained CII, the required CII and the rating the two produce, with every carbon factor and every IMO resolution named beside the figure it went into.
Tell us the vessel types, the gross tonnages and the year you want rated, and we will come back with the attained and required figures, the rating, and the year the rating changes.