Shipowner’s Guide to

RightShip’s Vetting Criteria

Shipowners Guide to
RightShip’s Vetting Criteria

May 2021

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

Welcome to your Vetting

Criteria guide

I would like to thank you for your ongoing support as a shipowner

customer. Our team is working hard to improve maritime
safety standards, and as part of our commitment to continued
improvement, we have completed a comprehensive review of our
vetting standards. We understand that this will have an impact on
your operations and want to give you all the information you’ll need
to ensure you receive a recommendation when you’re vetted.

In the coming pages, we will share some information to highlight

the benefit of vetting for you, our ship owning customers. We’ll also
provide access to the new criteria and outline how you can prepare
and manage to ensure you maintain a competitive edge. Finally,
we’ll highlight some of the benefits of having a fleet that meets the
criteria.

Our team is always available to provide any assistance you may

need at any time. We want our vetting standard to be an effective
tool for the whole industry and we’re happy to support you in your
pursuit of excellence.

Steen Lund
CEO, RightShip

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

What is vessel vetting? 

Vetting has been a core component of RightShip’s due diligence offering since the inception and our criteria
has been refreshed consistently over the years in line with global safety, sustainability and human rights
expectations. Initially, it was developed for charterers moving cargo, but today it is also utilised by ports
and terminals as well as financiers and shipowners looking to review vessels before chartering in additional
tonnage.

Vetting was not designed to add complexity to the role of shipowners. We want to recommend as many
vessels as possible. We simply cannot recommend ships that do not meet base compliance levels. RightShip
makes its criteria available to shipowners so that you have a clear guide to the requirements that you need to
meet to gain an acceptable outcome.

RightShip uses a detailed methodology to assess a vessel’s suitability for a specific voyage.

When a vet request is placed in the Platform, we apply our Vetting Criteria, which is made up of around 50
rules covering aspects of the vessel history, operation, sustainability and crew welfare, which return the
necessary data from our proprietary database.

Bespoke considerations such as berth fit requirements are taken into account where required, with all vetting
taking place within the RightShip Platform.

With the data in hand, our expert vetting superintendents analyse the documentation to provide an
‘acceptable’ or ‘unacceptable’ recommendation for the vessel under consideration. Our due diligence
customers are able to track their vet within the Platform in real-time and the outcome will be stored in their
RightShip account with a date and time stamp.

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

Benefits of vetting for ship owners

All vessels with a Safety Score of 1 to 5 can be vetted. A lower score does not necessarily mean a vessel
will be recommended unacceptable. There are several factors that will determine the outcome of the vet,
depending on the bespoke requirements that have been applied.

For shipowners, managing your fleet in line with the vetting criteria enables you to provide vessels that are
viewed favourably by charterers. Operating vessels with a strong vetting track record maintains a competitive
advantage in the market.

What are the key components of the Vetting Criteria?

The Vetting Criteria represents the RightShip minimum acceptable standard for us to recommend a vessel as
a commercial partner. It has been designed in response to existing risks and challenges that occur in the daily
practise of operating a vessel. This means that the Criteria needs to be updated as risks change over time,
standards improve, and customers innovate new best practices in running and operating supply chains.

In January 2021, we announced several updates to our Vetting Criteria. A priority during the expansion of
the standard was responding to existing challenges that customers faced. Primarily, this involved providing
clear insights into what delivers an acceptable outcome, versus the reasons in which the outcome may be
unacceptable.

To improve that transparency, we made binary failings clearer in the new standard to remove confusion and
ensure the path to an acceptable recommendation is easily understood.

RightShip’s vetting standards are at the heart of RightShip’s ecosystem. The vetting standard was the
inspiration for the Safety Score rules, bringing these two products together as many of the rules for which
govern a Safety Score of 1 and Safety Score of 2 originate from the new vetting criteria.  

Improved social responsibility measures were also essential. For example, RightShip has included the
following binary criterion: “Any vessel Flagged with a country that has not adopted and ratified the 2006
Maritime Labour Convention and without an equivalent level of compliance (for example a valid ITF
Agreement).”

The dry cargo trade will now have MLC checks in place, with our vetting superintendents providing
recommendations based on international maritime law and agreements with trade unions. This ensures
that all charterers can more easily take social welfare into consideration every time they select a vessel for a
voyage.

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

The existing criteria includes, but is not limited to:

> Incident review, performance and resolution > DOC performance (ISM)

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

General additions to the new criteria are as follows:  

> The new criteria extends beyond the previous standard > The new criteria removes the grey areas and explains
from 20 assessment items to 50 items, including new more about the standard of where an owner needs their
sections for flag and class, ship structures, mechanics, ships to be in order to be eligible for recommendation
and human rights.  
> Where appropriate, customers can add more stringent
> A comprehensive review of incidents, PSC performance and safety or additional geographical criteria on top of
operator performance in more detail. RightShip’s standard. However, the new criteria provides
greater clarity around the specific items that cover safety,
> Clearer binary failings. If a vet fails on one of these the environment, human rights, operational excellence
criterion, the vessel cannot be recommended at all.  with the aim of having a unified standard for the industry. 

Read RightShip’s new vetting standard in full

RightShip encourages all shipowners to read the updated document on help.rightship.com as the first step
in preparing for the new standard. Having a clear understanding of the items we have included will give you
a good sense of what your vetting superintendents will be looking for during a vet. It may also assist you in
preparing for any associated improvements required to ensure you always achieve an acceptable outcome.

For example, if you consider the criterion that indicates that we will not recommend a vessel with a F or G
GHG rating, the following steps are:

Go to RightShip’s knowledge centre Speak with our sustainability team to

to find out more about the GHG Rating find out what you can do to improve the
and our A-G rating scale, so you understand efficiency of your fleet.
what’s required to ensure you score
higher than F or G.

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

How to prepare your fleet for the new criteria

Below you will find the baseline vetting criteria and the responsibility associated with each item. RightShip
recommends looking at the criteria now to establish any areas in which your fleet requires improvement
ahead of a vetting request.

Port State Control (PSC)

Baseline criteria Rules

Any vessel with 3 or more PSC detentions in This is a new binary rule. RightShip will not accept
the last 24 months. vessels that have had three or more PSC detentions within a two-
Note – new – Binary year period.

The number and severity of deficiences (along with the calibre of

Any vessel with 2 PSC detentions in the DoC holder’s investigation and corrective and preventative
the last 24 months. measures) will be assessed and this will result in either a ‘Not Ac-
Note - new ceptable’ outcome or the vessel will require a RightShip inspection
to achieve a satisfactory result.

The number and severity of deficiences (along with the calibre of

the DoC holder’s investigation and corrective and preventative
Any vessel with 1 PSC detention in the last 12 months with other-
measures) will be assessed and this will result in either a ‘Not Ac-
wise good PSC performance.
ceptable’ outcome or the vessel will require a RightShip inspection
to achieve a satisfactory result.

The number and severity of deficiences (along with the calibre of

Any vessel with a PSC Deficiency / Inspection Ratio of 3 or more the DoC holder’s investigation and corrective and preventative
over the last 24 months. measures) will be assessed and this will result in either a ‘Not Ac-
Note – new ceptable’ outcome or the vessel will require a RightShip inspection
to achieve a satisfactory result.

The number and severity of deficiencies (generally taken as 25 de-

Any vessel with excessively high numbers of PSC deficiencies over ficiencies per 12 months, along with the calibre of the DoC holder’s
a period of 24 months which show no signs of an improving trend. investigation and corrective and preventative measures) will be
Note – amended period from 12 months to 24 months. Reduced assessed. This will result in the vessel being deemed ‘Not Accept-
total no. of PSC def able’ or the vessel will require a RightShip inspection to achieve a
satis factory result.

Any vessel with no PSC records in the last 24 months. If there are no PSC records for the nominated period, a RightShip
Note - new inspection will be required.
Any vessel regardless of having been PSC detained or not with
deficiencies in the last 36 months deemed to present a High Risk
In this case the vessel would be deemed ‘Not Acceptable’,until
such as (but not limited to) structural or mechanical defects that
such time as RightShip are satisfied that the necessary corrective
can only be corrected by modification / repair which has not been
and preventative measures are in place.
carried out.
Note - new
Any vessel (or associated with a DoC Manager) which has
This is a binary criterion. Any vessel in this position will be deemed
“Jumped” a PSC Detention.
‘Not Acceptable’.
Note – new – Binary

Any vessel submitted for vetting with PSC deficiences recorded in

Any PSC deficiencies in the last 12 months to be closed out by way
the last 12 months.
of acceptable RCA Investigation reviews by RightShip.
Note - new

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

Incidents

Baseline criteria Rules

Any vessel which has been involved in 2 or more

Category A Incidents within the last 24 months This is a binary criterion. Any vessel in this position will be deemed
unless there is clear and proven non-fault. ‘Not Acceptable’.
Note – new - Binary

Any vessel which has been involved in a Category

A or Category B Incident within the last 24 months
In this case, a RightShip inspection is required.
where fault is proven.
Note - new

The number and severity of deficiences (along with the calibre of

Any vessel with recurring type incidents regardless of category the DoC holder’s investigation and corrective and preventative
over the last 36 months. measures) will be assessed and this will result in either a ‘Not Ac-
Note - new ceptable’ outcome or the vessel will require a RightShip inspection
to achieve a satisfactory result.

Any vessel submitted for vetting with any incidents

Incidents in the last 24 months to be closed out by way of accept-
in the last 24 months.
able RCA Investigation reviews by RightShip.
Note – amended period from 12 to 24 months

Age, CAP & Inspection Requirements - Dry Bulk Standards

Baseline criteria Rules

Vessels over the age of 30 will be deemed

‘Not Acceptable’.
Any vessel over the age of 30 years.
Exceptions can be considered for specific trading areas where the
Binary
pool of available vessels is over 30 years and strictly on a case-by-
case basis as agreed with a
specific customer, for example Great Lakes.

RightShip assigned CAP rating of 2/5 to be eligible for positive rec-

ommendation over 25 years of age up to a maximum of 30 years
of age.
Any bulk carrier over 90,000 dwt
and 25 years old or over.
RightShip assigned CAP rating of 2/3 to be eligible for positive rec-
ommendation over 25 years of age up to a maximum of 28 years
of age.

All vessels of 8,000 dwt and above. An annual RightShip inspection is required from 14 years of age.

All vessels below 8,000 dtw. An annual RightShip inspection is required from 25 years of age.

Vessels that have previously been found to be

Any vessel with an “Unacceptable”
unacceptable will be deemed ‘Not Acceptable’.
last RightShip Inspection
Binary
Re-Inspection will be considered on a case-by-case basis.

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

Age, CAP, Type & Inspection Requirements - Petroleum, Gas and Chemical Vessels

Baseline criteria Rules

Any vessel over the following Maximum Age Requirements: Not Acceptable.
- 25 years for tankers
- 25 years for LPG Exceptions can be considered for specific trading areas where the
- 35 years for LNG pool of available vessels is over 30 years and strictly on a case-by-
case basis as agreed with a specific customer, for example Great
Binary Lakes.

Any tanker / LPG carrier over 20,000 dtw and 15 years or over. CAP 2 Minimum for Hull Structure, Machinery and Cargo Systems.
Any LNG over 20 years old. Issued by an IACS member, with Level 2 FDA – Fatigue Design
Analysis (or equivalent)
Amended to CAP 2 for Hull, Machinery and Cargo, max validity
specified to 36 months Max validity 36 months from last date of survey.

If the vessel is less than 15 years old then it shall have physical
examination within the past 12 months available in the SIRE / CDI
Any vessel requires valid Inspection Requirements.
Database.
Binary
If the vessel is 15 years old or older then it shall have a physical
examination available within the last six months.
Not Acceptable.
Any vessel with an ‘Unacceptable’ last SIRE / CDI Inspection
Request for a new SIRE / CDI inspection will be considered on a
case-by-case basis.

Any vessel with an unsatisfactory Officer Matrix (see Annex 1)

Not Acceptable, refer to RightShip crew matrix criteria.
Binary

Any vessel having HVPQ not updated in the last 30 days

A HVPQ updated copy to be requested.
Note - new

If the vessel is a CABU (Caustic Bulker) being vetted for

CABU (Caustic Bulker) Caustic Soda, then inspection requirements apply as
per criteria item 17 and 19.

If the vessel is an OBO (including its variants) being

OBO (Oil Bulk Ore Carrier) vetted for petroleum product, latest SIRE must be in
WET mode and last voyage in WET mode.

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

Flag, Class & Regulatory Compliance

Baseline criteria Rules

Any vessel flagged with a Paris MoU scored flag

which is Medium to High or High Risk (of the Blacklist) In this scenario, the vessel will be deemed
‘Not Acceptable’.
Note - new - Binary

Any vessel flagged with a Paris MoU scored flag

which is on the Blacklist and combined with Low or
In this scenario, the vessel will be deemed
Very Low performing Paris MoU scored Classification Society.
‘Not Acceptable’.
Note - new - Binary

In this scenario, the vessel will be deemed

Any vessel with currently overdue Class or Statutory Conditions,
‘Not Acceptable’, until remedied are in place
Certificates or Surveys.
to achieve an acceptable outcome.

Any vessel with ‘in-date’ Class and Satutory Conditions.

To be examined on a case-by-case basis to
assess their impact on a proposed vetting request.
Note - new

Any vessel with Classification Status other than

In-Service. This would include (but not be limited to) In this case, vessels will be examined on a
Laid Up, In Casualty, Repairing etc. case-by-case basis to assess their impact on
a proposed vetting request.
Note – Enhanced screening review

Any vessel which has been DisClassed, In this case, vessels will be examined on a
Class Suspended, Class Withdrawn for case-by-case basis. If the reason is for failures
whatever reason in the last 24 months. in maintaining Classification Standards and
requirements the vessel will be deemed
Note - new ‘Not Acceptable’.

A vessel found to have not informed Flag or

Class being in breach of the entry and retention
In this case a vessel will be deemed ‘Not Acceptable’,
terms in relation to (but not limited to) Incidents,
until RightShip is satisfied that the necessary corrective
Damage, Unauthorised Repairs.
and preventative measures are in place.
Note – Enhanced screening review

Any vessel found to be fraudulently flying the flag

of a country to which it has no entitlement.
In this case, the vessel will be deemed ‘Not Acceptable’.
Note – Enhanced screening review - Binary

Any vessel without Class or Flag

In this case, the vessel will be deemed ‘Not Acceptable’.
Binary

Any vessel which has been found to deliberately

contravene International Standards, Conventions In this case a vessel will be deemed ‘Not Acceptable’,
and Laws. until RightShip is satisfied that the necessary corrective
and preventative measures are in place.
Note – Enhanced screening review

Any vessel which deliberately provides RightShip

In this case a vessel will be deemed ‘Not Acceptable’, until
with information found to be untrue.
RightShip is satisfied that the necessary corrective
and preventative measures are in place.
Note – Enhanced screening review

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

Human Rights

Baseline criteria Rules

Any vessel Flagged with a country that has not

adopted and ratified the 2006 Maritime Labour
Convention and without an equivalent level of
In this case, the vessel will be deemed ‘Not Acceptable’.
compliance (for example a valid ITF Agreement).

Note – Criteria clarified - Binary

Any vessel found to have committed

In this case a vessel will be deemed ‘Not Acceptable’, until
Human Rights abuses.
RightShip is satisfied that the necessary corrective and
preventative measures are in place.
Note - new

Any vessel found with poor living standards,

poor working standards and gross failings of
In this case a vessel will be deemed ‘Not Acceptable’, until
Seafarers rights and terms and conditions
RightShip is satisfied that the necessary corrective and
of employment.
preventative measures are in place.
Note - new

Any vessel the subject of a current ILO Abandonment

case or associated with an owing or managing entity of
a current ILO Abandonment case. In this case, the vessel will be deemed ‘Not Acceptable’.

Note – new - Binary

Sanctions

Baseline criteria Rules

Any vessel with associations (Flag, Domicile, Entity etc) that are
santioned or banned by (but not limitied to) OFAC, AMSA, DFAT, EU
and Paris PSC MoU. In this case, the vessel will be deemed ‘Not Acceptable’.

Note – new - Binary

Any vessel that is unable or refuses to provide full details of

all associated owning and managing entities.
In this case, the vessel will be deemed ‘Not Acceptable’.
Note – Requirement strengthened - Binary

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

Structures, Machinery & Operations

Baseline criteria Rules

Any vessel which has undergone a Class re-assessment of

scantlings in an attempt to avoid steel renewals.
In this case, the vessel will be deemed ‘Not Acceptable’.
Note – Enhanced screening review - Binary

Any vessel known to have overloaded without

subsequent acceptable structural surveys In this case a vessel will be deemed ‘Not Acceptable’, until
being carried out by class. RightShip is satisfied that the necessary corrective and
preventative measures are in place.
Note – Enhanced screening review

Any vessel found to be a poor structural condition

with poor maintenance standards both locally
and generally. In this case, the vessel will be deemed ‘Not Acceptable’.

Note – Enhanced screening review - Binary

Any vessel which has recently undergone substantial

alteration or modification or extensive repair.
In this case, a Structural Review by RightShip is required.
Note – Criteria strengthened

Any vessel found to have no effective

Planned Maintenance System.
In this case, the vessel will be deemed ‘Not Acceptable’.
Note – new - Binary

Any vessel found to have no (or missing) effective Key

Shipboard Operations procedures or instructions.
In this case, the vessel will be deemed ‘Not Acceptable’.
Note – new - Binary

P&I

Baseline criteria Rules

P&I. All vessels above 8,000 dwt to be entered

with a P&I Club which is a member of The I
Note - for Dry Bulk Vessels - Definition clarified by nternational Group of P&I Clubs, or a reputable
ship dwt: IG P&I compulsory for all vessels (based on S&P Rating) Non-International Group
above 8,000 dwt - Binary P&I Club (i.e. demutalised or fixed premium club).

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

Environment

Baseline criteria Rules

GHG Rating better than F or G. GHG rating that is higher than F or G is highly preferable.

Management of Change

Baseline criteria Rules

Any vessel which is a New Build Delivery. Will be required to complete and submit a RightShip Vessel
Take Over Process Questionnaire up to 12 months from the
Note – new date of delivery.

Any vessel which has changed Technical or DoC Managers. Will be required to complete and submit a RightShip Vessel
Take Over Process Questionnaire up to 12 months from the
Note – new date of change.

Financial Stability

Baseline criteria Rules

Any vessel associated with an owning or DoC managing Be subject to additional measures, which may include mandating
entity reported to be in financial difficulty. RightShip Inspections across their fleets or Blacklisting their entire
managed fleets as deemed appropriate by way of addition to a
Note - new RightShip High Risk Company List.

RightShip & Customer Restrictions

Baseline criteria Rules

Any vessel listed on a RightShip of Customer Will be subject to RightShip application of the specific
Restricted List. RightShip or Customer restriction.

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

Operator & Vessel Overall Performance

Baseline criteria Rules

The number and severity of deficiences (along with the calibre

Any vessel that fails any of the non-binary
of the DoC holder’s investigation and corrective and preventative
Baseline Criteria in this document due to
measures) will be assessed and this will result in either a ‘Not
cumulative performance considered to be
Acceptable’ outcome or the vessel will require a RightShip
well below acceptable.
inspection to achieve a satisfactory result.

DoC Managers found to be generally poor in terms of In this case the vet will be subject to additional measures, which
overall operational and safety performance. may include mandating RightShip Inspections across their fleets
or restricting their entire managed fleets as deemed appropriate
Note – Criteria strengthened by way of addition to a RightShip High Risk Company List.

Vessels found to be generally poor in terms In this case the vet will be subject to additional measures, which
of operational and safety performance. may include mandating RightShip Inspections or Blacklisting as
deemed appopriate by way of addition to a RightShip High Risk
Note – Criteria strengthened Vessel List.

Vetting Baseline Criteria & Responsibility – Tugs & Barges

Baseline criteria Rules

Compulsory if unavailable.
Tug SIRE / Barge BIRE Inspection in the last 12 months EBIS can be substituted for BIRE as customer
vessel inspection criteria.

Vessel will be evaluated on the basis of the severity

of observations, number of observation and calibre
Unsatisfactory Tug SIRE / BIRE Report
of owner’s responses. New inspection required for
future consideration.

Mandatory for the duration of the voyage.

Maximum age 30 years
RightShip to verify on the basis of the information contained
- Inland barges
in RightShip Qi / the RightShip platform and the typical voyage
- Ocean going barges
duration for the journey specified in the vetting nomination (from
- Tugs
the date of the vetting request unless otherwise specified).

Evidence of appropriate corrective actions will be sought. Post

Incidents & detention reports event SIRE / BIRE may be required based on event severity at
RightShip’s discretion.

Double Hulled (only for Barges) Mandatory.

European Inland Barges only.

IACS Class
Mandatory.

European Inland Barges Only.

P&I Insurance
International Group Mandatory – USD1B

European Inland Barges.

Valid Certificate of Approval basis EBIS report. If unavailable,
Certificate of Approval
comments to be provided in vetting response – no impact on
vetting outcome.

For US Barges only basis USCG PSIX.

Tug – Barge has valid US Coast Guard report (COI / COD) New Barges will need to have Operational Approval from USCG
& no outstanding PSIX incidents / PSC Mandatory. If unavailable, comments to be provided in vetting
response – no impact on vetting outcome.

Owner / operator is a member of AWO (American US Barges only

Waterways Operators). Company certified under Responsible RightShip to verify from AWO website at http://www.americanwa-
Carrier Program OR other certification confirming terways.com/rcp-status OR Class certification website / certificate
Sub-chapter M compliance copies for Sub-chapter M compliance.

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Annex 1 - Tanker Officer Matrix

Calendar time with Sea time on this type of Sea time on all types of
Rank Sea time in rank
company tanker tankers

Aggregated not less than Aggregated not less than Aggregated not less than
Master & Chief officer
2 years 3 years 6 years

2nd Officer & 3rd Officer

Aggregated not less than Aggregated not less than
or/and other Junior Of-
1 year 1.5 years
ficers

Chief Engineer & Aggregated not less than Aggregated not less than Aggregated not less than
2dn Engineer 2 years 3 years 6 years

3rd Engineer & 4th

Engineer or/and other Aggregated not less than Aggregated not less than
junior Engineers 1 year 1.5 years
(Including Electrical)

Q&A

RightShip’s Operations Manager (Americas Vetting) Oussama Darif and Key Account Manager Carolina
Lestari answer some commonly asked questions

Oussama Darif Carolina Lestari

Operations Manager (Americas Vetting) Key Account Manager (APAC)

Why does RightShip need an expanded vetting criteria?

The new vetting criteria covers several aspects that weren’t included in the previous standard. It was also important
to extend timeframes. For example, in the past we looked at open incidents for the past six to 12 months, we are now
looking at the past 24 months. In addition, it was important to add more sustainability and human rights components to
reflect broad industry goals.

What is the aim?

If you look at specific areas of our sector, the standards are very high. This is the case for oil majors, for example, with
expectations going well above base compliance. We don’t want to do a disservice to those who carry high levels of risk
in the operations. In turn, elevating expectations lifts everyone up.

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Is vetting the same as an inspection?

No, vetting is the process we complete based on a charter’s bespoke voyage requirements in order to assess a
vessel’s suitability. We do this using our comprehensive data sets and analysis through our digital Platform. Where
there is inadequate information, a vessel is of a certain age, or we need to physically see aspects of the vessel, we will
ask for a RightShip Inspection to be carried out to enable further investigations.

What happens if a vessel is deemed unacceptable?

Ultimately, if a vessel is considered unacceptable during the vetting process our recommendation is that the vet
requestor does not proceed with chartering. However, this is a recommendation, and they can choose to override
that suggestion. We do receive a lot of feedback from ship managers or brokers when they receive an unacceptable
outcome and we explain that it’s in their interest to fix a suitable vessel. We don’t want you to miss out on
employment, but we can’t approve vessels that don’t meet our minimum safety standards. We are available to explain
why a vessel was unacceptable and possible paths to resolution. Our team is always happy to help owners to achieve
a resolution.

Why do vessels over the age of 30 now get a binary failing?

When you look at the market and the average vessel’s age, the industry is always going through a renewal and
replacement phase. Older vessels need a lot of retrofits to maintain compliance. It’s difficult for a vessel’s manger to
keep doing that for ships over the age of 30 because it’s hard to source spare parts. We view this age is reasonable
in terms of market expectations. Vessels over the age of 14 will also need an annual inspection. This is because we
need a physical validation of how vessels are being operated to ensure expectations are met. These criteria are set
based on the data RightShip has aggregated over tens of thousands of vessels.

What kinds of owners and operators perform better in the vetting process?
Mature ship managers who have been operating for a long time understand vetting. In addition, SIRE has been in
place since 1993 and all tanker vessels have gone through this quality assurance process. In our experience, dry bulk
operators who don’t have a mixed fleet (I.e.: dry bulk, tankers, gas carriers) have had less exposure to comprehensive
safety management processes. We find, based on our DOC data, that those with mixed fleets address all risk factors
regardless of the vessel type to ensure they meet best practice expectations.

How can I ensure a vet is completed expeditiously?

The best way you can do this is by providing all of the required documentation in one consolidated PDF within the
RightShip Platform. The challenge occurs when documents are fed through slowly in batches or we must repeatedly
follow up for more information. If you want a vessel to be cleared quickly, consolidate all of your paperwork including
root case and corrective measures so that we can complete the assessment in a timely manner.

What percentage of cape size vessels will receive an unacceptable outcome under the new
criteria?
We will not be able to calculate the percentage of failings until the criteria has been operational for some time. Once
we have completed a reasonable sample size of vets we will be better placed to understand how certain vessel types
are likely to perform under the new vetting criteria.

I’m not using the Platform yet; can I still send my documents via email?
RightShip still accepts vetting documentation via email, however it is more efficient to provide your information
within our Platform. Our team is able to show you how to submit data on the Platform for a faster response. This is
beneficial because charterers also use the Platform and when you make improvements to your fleet, the charterer can
see that as well. If you are not currently using the Platform but would like to see how it works, RightShip can offer a
14-day free trial during which time you can explore the features and benefits of this service.

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 Shipowner’s Guide to
RightShip’s Vetting Criteria

Shipowners Guide to RightShip’s Vetting Criteria

For more information, please go to rightship.com

You can contact us [email protected]

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