We start from the public record.
Every ship over 5,000 GT calling at EU ports is listed in a register EMSA publishes under Article 21 of the EU MRV Regulation. We load all 17,386 of them, so you type nothing.
EMSA THETIS-MRV · verified emissionsFind what carbon costs each ship, see why, and see what would cut it.
EU ETS, FuelEU and your CII rating, from emissions already on the public record.
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See how it works Why last year’s data is not enough
17,386 ships already loadedNo accountNothing to upload
Public EU register data. Source and method
We turn the public emissions record into a plain answer: what each regulation costs a ship, in euros, and what would move it.
A name or an IMO number. That is all we ask for.
ETS, FuelEU and the CII rating, added up in euros.
See which lever moves it most, and how the limit tightens.
Every figure in the instant check comes from the verified emissions EMSA publishes once a year, months after the year ends. It is a lagging indicator: a fair starting point, but not what your fleet owes today.
A year’s verified emissions are made public by 30 June of the following year (Regulation (EU) 2015/757, Article 21). Until then, this year’s exposure does not appear anywhere.
2026 is the first year at 100% of EU emissions, with methane and nitrous oxide counted, and the UK ETS covers shipping from 1 July 2026. Last year’s filing understates this year’s bill.
Fuel mix, speed, routes, charters and the ships you bought or sold since the last filing are not in the register, and the public record gives only a fuel total, from which the mix has to be inferred.
Want the analysis for this year? That is the part we do with you: your noon reports and bunker delivery notes, this year’s rules, your pool and charter terms, turned into the position you will actually settle.
A mid-size ship can carry a six-figure carbon bill a year. Across a fleet, it is the number a board asks about. Here is one answer, followed from problem to action.
100% of EU-scope emissions from 2026, and methane and nitrous oxide now count too.
Ordinary fuel oil sits above the FuelEU limit, so a charge builds quietly all year.
The CII limit tightens every year. The ship on the left goes from C to E by 2030.
€581k carbon bill for 2025 emissions. EU ETS is 76% of it, and FuelEU adds a €140k penalty.
Its fuel, mostly heavy fuel oil, emits 91.61 gCO2e/MJ against a FuelEU limit of 89.34. The share of EU emissions surrendered also rises from 70% to 100% in 2026.
€581k now; about €770k a year on the 2026 rules. Buying the FuelEU shortfall from a pool instead of paying the penalty takes about €116k off.
Replace 20% of fuel energy with certified biofuel on EU voyages and sail 10% slower.
Up to €292k a year of carbon cost avoided, before the cost of the biofuel itself.
Public data in, the rulebooks applied, checked against your verifier, out as euros.
Every ship over 5,000 GT calling at EU ports is listed in a register EMSA publishes under Article 21 of the EU MRV Regulation. We load all 17,386 of them, so you type nothing.
EMSA THETIS-MRV · verified emissionsEU ETS, UK ETS, FuelEU Maritime and the IMO’s CII and EEXI, each coded from the regulation text. Plain calculations you can check, with every factor cited.
IMO resolutions · EU regulationsThe bill uses your verifier’s own ETS figure. We rebuild it independently as a cross-check. Across the whole 2025 report we match the exact same tonne for about two ships in three, and within 2% for about three in four. You see the comparison on every ship.
Measured, not promisedEuros, a rating, and the lever that moves it. Marked as an estimate until you send your own data, and then it becomes your verified position.
Open the worksheet behind every figureRanked the way we would work through them: money first, design checks last.
Allowances you surrender. From 2026 it is 100% of EU-scope emissions, methane and nitrous oxide included.
How far your fuel’s greenhouse-gas intensity sits above the limit, and what the shortfall is charged at.
An A to E grade against a limit that drops each year. Three years at D, or one at E, needs a corrective plan.
A one-off design check most ships cleared in 2023. It matters again for newbuildings, conversions and power-limit changes.
Paste a list of IMO numbers. Get one total, a ranking of your ships, and a drill-down into each.
A compliance calendar for Outlook or Google, and a full worksheet your verifier can follow.
Five things we are built to do well, and can show you.
All 17,386 ships are already loaded. Type a name and the answer is on screen.
No upload, no accountEvery figure opens a full worksheet, each factor tied to a named regulation.
Built for your verifierAnything rebuilt from public data is marked as an estimate, and shows how it compares with the verifier.
About 2 in 3 ships match to the tonneETS, UK ETS, FuelEU and CII added up on one screen, not four spreadsheets.
In euros, for any ship trading into EuropeNothing to upload to start. No cookies and no advertising trackers. Operators can switch our figures off for their ships.
Ship results are not search-indexedThe actual arithmetic behind a CII rating. The rest follows the same pattern.
How much carbon the ship emits to move one tonne of capacity one mile.
a and c set the 2019 fleet average for that ship type; Z is how much tighter this year is. Beat the required figure and you rate well.
The public register carries each ship’s EU-scope CO2 as its accredited verifier calculated it. We rebuild that number independently and compare the two.
Across every ship in the 2025 report we land on the exact same tonne for about two in three ships, and within 2% for about three in four. Where it differs, the cause is usually something the public record does not show: a ship below the 5,000 GT threshold, a container ship’s stop at a neighbouring transhipment port, or a derogation. The bill always uses your verifier’s figure.
Carbon factors, reference lines, reduction factors and fuel properties come from the IMO resolutions and EU regulations themselves, checked line by line against the published texts.
Every figure is worked out by the rules exactly as written, and the same inputs always give the same answer. We will walk your verifier through any of them.
Anything rebuilt from public data is an estimate and says so every time. Deadweight is not published, so a rating depends on the capacity you give us. Send one noon-report file and the same screen becomes your own verified position.
CarbonKeel is an independent maritime carbon-compliance business. It is not affiliated with EMSA, the European Commission, the IMO, a classification society or a fuel supplier.
It is not an accredited MRV or FuelEU verifier. Allowances are surrendered, and FuelEU balances settled, on the figures your verifier accepts. Use CarbonKeel to plan, budget and check; every number shows its source, and the full method is published so your verifier can follow it.
Questions, corrections or a review of your fleet: enquiry@carbonkeel.com.
If you operate a ship and would rather our figures about it were not shown to anyone else, one click switches them off. Results for individual ships are not search-indexed.
Ask anything about a number, the method, or this year’s position for your fleet. Every message gets a personal reply.
Give us your IMO numbers and we will come back with the whole fleet costed. If you would rather ask a question first, that is fine too.
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