Ship CII Rating, EU ETS and FuelEU Cost 2026–2030

Dated rule set — checked 29 October 2026

CII applicability: MARPOL Annex VI regulations 19 and 28 (MEPC.328(76), adopted 17 June 2021; attached s13 pp.34–35 and 45) determine whether a statutory CII rating applies. The applicability selector controls regulatory ratings and corrective-action advice. Where excluded, ratings are N/A and the displayed curves and numerical CII values are reference benchmarks only; no statutory corrective-action warning is issued.

CII: MEPC.352–355(78), adopted 10 June 2022, with reduction factors amended by MEPC.400(83), adopted 11 April 2025. For the basic AER method, $CII_{att}=M_{CO_2,g}/(DWT_t D_{NM})$. One international nautical mile is exactly 1,852 m; the distance input is a convertible length. Normalising grams, tonnes and nautical miles gives the conventional regulatory index displayed as g CO₂/(t·NM).

The reference line is $CII_{ref}=a C^{-c}$. The ship-type coefficients and four rating multipliers come from attached s4 p.5 and s5 p.7. Bulk-carrier reference capacity is capped at 279,000 t; actual DWT stays in the attained-CII denominator. Required CII is $(1-Z/100)CII_{ref}$, with Z = 11%, 13.625%, 16.250%, 18.875%, 21.500% in 2026–2030 (s1 p.3). Multiply each year's required CII by the four ship-type multipliers for the A/B, B/C, C/D and D/E boundaries. Lower attained CII is better. Numerical equality takes the better band; this is an explicit boundary convention. The 2030 improvement result is the extra proportional cut from the projected 2030 attained CII to its C/D boundary.

ETS: Directive (EU) 2023/959, adopted 10 May 2023, and Commission ETS/MRV guidance dated 18 November 2025 (s7 pp.19–20, 45). Covered tonnes CO₂e = CO₂ + 28 CH₄ + 265 N₂O. Methane and N₂O enter ETS from the 2026 emissions year. Phase-in is 100% of emissions from 2026, surrendered by 30 September of the next year. Cost = unrounded planning EUAs × user price. The separate 2026 surrender bill is 0.70 × covered 2025 CO₂ × price; 2025 methane and N₂O are excluded. Quantities are shown before registry rounding and company aggregation.

FuelEU: Regulation (EU) 2023/1805, adopted 13 September 2023, applicable from 1 January 2025. Article 4 sets the 91.16 g CO₂e/MJ reference and 2% reduction through 2029, then 6% from 2030. With scoped Annex IV energy E in MJ and achieved intensity G, compliance balance $CB=(G_{limit}-G)E$. A negative CB is a deficit. Annex IV B gives $P_0=2400(-CB)/(G\,41000)$ EUR for a deficit, otherwise zero. The denominator is the ship's actual G, not the reference or target intensity. The 41,000 MJ/t and EUR 2,400/t energy-equivalent constants are from Annex IV. Article 23(2) applies $P=P_0[1+(n-1)/10]$ for n consecutive penalty reporting years. This is a linear surcharge, not compounded interest. Zero energy or zero achieved intensity gives no GHG penalty and resets the counter.

Annual percentage changes are compounded from 2026 independently for attained CII, covered ETS gas masses, FuelEU scoped energy and FuelEU achieved GHG intensity. All resulting steps remain visible so each inventory and conversion can be followed.

• The combined EU cost estimate assumes an ordinary bulk carrier, tanker or container ship on commercial service above 5,000 GT, with mechanical propulsion. GT is a dimensionless size index, separate from DWT. This size/type screen alone does not establish CII applicability.
• A statutory CII rating is assigned only when the ship is subject to MARPOL Annex VI regulation 28. Regulation 19.2.1 excludes voyages solely within waters under the sovereignty or jurisdiction of the ship's own flag State; regulation 19.3 exempts Polar Code category A ships from regulation 28. Select the appropriate exclusion, or other non-applicability, before interpreting results. Domestic flag-state requirements may still apply and are not modelled here.
• Basic CII includes all annual CO₂ and distance without G5 corrections. For ice, voyage exclusions, cargo equipment, shuttle/STS or other corrections under MEPC.355(78), as amended, enter a verified corrected attained CII. The tool does not determine eligibility or reconstruct those corrections.
• ETS gas masses are already geographically covered and adjusted for exemptions or eligible zero-rating, but not phase-in. FuelEU energy is separately scoped under its own rules. Do not apply a second 50% factor after entering covered totals. FuelEU and ETS geographical scope can differ.
• The FuelEU input is the achieved Annex I intensity and Annex IV compliance energy after eligible rewards and adjustments. The RFNBO-weighted intensity denominator need not equal the compliance-energy total. Fuel pathways, fuel certification, methane slip and reward eligibility are assessed outside this tool.
• No pooling, banking, borrowing, sale of surplus, fuel premium, capex, transaction fee, interest or shore-power non-compliance penalty is included. A positive FuelEU balance has zero penalty, not an assumed cash credit.
• The 2025 penalty-history switch means an actual residual GHG deficit/penalty after any 2025 flexibility mechanisms. Subsequent forecast years apply no flexibility mechanisms.
• Defaults are an illustrative 62,000 t DWT vessel and inventory, not a named ship. EUR 80/EUA is a user planning assumption as of 29 October 2026, not a sourced spot price. Price is constant in nominal EUR; no discounting is applied.
• Forecasts share a fixed ship type and DWT. Independent percentage trends represent scenarios, not a physical fuel-switch or propulsion model.

Valid for reporting years 2026–2030 and the three stated ship types, within the input ranges. Check against the regulations and guidance in force, the ship's verified records and the administering authority's interpretation before submission.

Statutory CII ratings and corrective-action advice are restricted to ships subject to regulation 28 after applying regulation 19. Own-flag-state-waters-only ships and Polar Code category A ships must use an excluded applicability option. They receive N/A ratings and no regulatory corrective-action warning; any remaining numerical CII curves or boundaries are non-regulatory benchmarks. Regulation 19.2.1 anticipates appropriate domestic measures, so check flag-state requirements separately. Non-mechanically propelled ships and platforms are also excluded from chapter 4 and outside this combined tool's operating assumptions. ETS and FuelEU applicability is independent of this MARPOL selection.

CII is a supply-based annual indicator, not EEOI or actual cargo efficiency. For applicable ships, a single E or three consecutive D ratings triggers corrective-action planning; this calculator does not reconstruct pre-2026 rating history. It does not certify compliance, select exemptions or calculate G5 adjustments. Self-unloading bulk carriers, LNG/gas carriers, ro-ro and passenger ships are outside the coefficient set.

ETS totals are cost exposures, not a registry instruction: aggregate and round at company level as required. Main cost charts use the emissions/reporting year and settle in the next year, so 2030 exposure includes settlement in 2031. The separate calendar-year ETS table stops at 2030.

FuelEU results cover only the GHG-intensity penalty before flexibility mechanisms. Container ships also face shore-power requirements from 2030 in relevant ports; assess Article 6 obligations and port-call penalties separately. All-electric or zero-intensity scenarios return no GHG penalty.

FuelEU scope in Norway and Iceland was still delayed in the Commission notice dated 18 December 2025; verify incorporation status and future route exemptions when preparing scoped inventories. No fixed country-membership assumption is embedded in this calculator.

Regulatory snapshot: 29 October 2026. The IMO Net-Zero Framework is not included as an adopted cost regime. IMO's MEPC 84 outcome schedules the resumed extraordinary session for 4 December 2026, subject to confirmation by MEPC 85. Future amendments, review outcomes and market prices may change these scenarios.