Standards Development

Scope

This standard establishes a common methodology for the quantification and reporting of GHG emissions arising from ship building.

It covers cradle-to-gate GHG emissions arising from:

• Raw material extraction and upstream processing of such materials (e.g. steel, composites, plastics, coatings)

• Use of recycled material (e.g. steel)

• Manufacturing of components and systems (e.g. propulsion systems, bridge equipment and systems)

• Transportation of materials to and within the shipyard

• Coating activities

• On-site assembly and construction at the shipyard

• Energy consumption during the building of the ship

• Waste handling

• Launching

• Testing and sea trial.

This standard can also be used when quantifying GHG emissions arising from major conversions, major repairs and installation of new equipment, which may occur during the ship’s operational lifetime, i.e. from gate-to-gate.

It does not cover GHG emissions arising from the operations and day-to-day maintenance of the ship after it has left the shipyard. It also does not cover GHG emissions after the ship arrives for recycling

Purpose

The maritime industry faces increasing pressure to address its environmental impact as international regulations, corporate sustainability commitments, and financial institutions demand heightened transparency on greenhouse gas (GHG) emissions. While the sector has historically prioritized operational GHG emissions, such as fuel consumption during ship operation, critical gaps persist in accounting for upstream GHG emissions linked to ship construction. These cradle-to-gate GHG emissions, which span raw material extraction and processing, equipment manufacturing and assembling, transportation, and shipyard assembly, represent a significant yet often overlooked portion of a ship’s lifecycle GHG footprint.

Major ship repairs and conversions produce GHG emissions comparable to the building of a ship and the accounting of gate-to-gate GHG emissions therefore can be based on the same calculations. A major ship repair will typically take place when the ship is taken out of normal operation and possibly docked. GHG emissions for major repairs may include raw material extraction, equipment manufacturing and assembling etc.

Current methodologies for assessing GHG emissions lack a standardized approach for quantifying the impact preceding, and during the ship construction phase. At present, industry-specific standards do not exist. The standard will enable shipowners, shipyards, and other relevant stakeholders to evaluate and disclose the GHG emissions footprint of ship building and ship repairs.

The proposed standard would establish a unified approach for selecting the appropriate method for quantifying and accounting cradle-to-gate GHG emissions in shipbuilding. The draft standard aims to supplement other ISO lifecycle assessments (LCAs) that include GHG emissions arising from transport operations.