air yacht gross tonnage

• Loss Prevention
• Maritime Health

Efforts continue to spot lost containers off South Africa

Mental health experts raise alarm over Red Sea attacks impact

Lessons learned: Ensure storage is properly organised

Lessons learned: Ensure maintenance work is fully completed

• Intellectual

Unlocking inner growth: The transformative benefits of journaling

Want to live a long life? Learn how from the word’s Blue Zones

How to tell if you’re dehydrated onboard: Signs and symptoms

• Green Shipping
• Ship Recycling

GCMD completes biofuel supply chain trial with VLSFO blend

NYK completes world’s first fuel ammonia bunkering

Netherlands releases biofuel standard for maritime

Peninsula facilitates LNG bunkering for ‘K’ LINE’s new dual-fuel car carrier

• Connectivity
• Cyber Security
• E-navigation
• Energy Efficiency
• Maritime Software

CMA CGM and Google shake hands for AI integration

New 5G maritime connectivity concept launched

ECSA and ETF unite to support seafarers’ digital transition

ZeroNorth launches eBDN with Vitol Bunkers in Singapore

Paris MoU conducts Focused Inspection Campaign on fire doors

UK MCA: Foreign flagged ships detained in the UK during June 2024

PSC Focus: Tokyo MoU updates on emergency power supply testing

UK MCA: Foreign flagged ships detained in the UK during May 2024

• Diversity in shipping
• Maritime Knowledge
• Sustainability

West P&I Club: Resumption of iron ore exports from Indian ports

Barcelona launches shore power container terminal

Green ammonia terminal to be developed in Pecém

IMO issues call for the Marine Plastic Litter Global Industry Alliance

SmartSea: Collaboration can drive actual change in industry’s digital transformation

REDO initiative: Psychological safety is the foundation of a healthy work environment

NorthStandard Club: Data dialogue vital for Maritime Energy Transition

Trending tags.

• Book Review
• Career Paths
• Human Performance
• Industry Voices
• Maritime History
• Regulatory Update
• Seafarers Stories
• Training & Development
• Wellness Corner
• Wellness Tips

Do you know what GT and DWT measure in a ship?

Credit: Shutterstock

Professionals across the shipping industry may be familiar with the terms like “gross tonnage”, “deadweight tonnage”, “net tonnage” and many more terms we regularly meet in shipping-related sources, but those are not always easy to distinguish, especially when being new in the industry. Have you ever wondered what is the difference between gross and deadweight tonnage?

Tonnage  

B roadly speaking, ‘tonnage’ measures a ship’s size and can be expressed in terms of either volume or weight.  

Gross tonnage /  Counted in: No unit    

Related News

Do you know your lifeboat, do you know the various types of survey onboard.

Gross tonnage (GT or gt) is a measure of a ship’s overall internal volume and  is determined by dividing by 100 the contents, in cubic feet, of the vessel’s  enclosed spaces .  GT  applies to the vessel ,  not to cargo .  It measures the ship’s  volume  and  has nothing to do with weight .  It is based on two variables :  V, the ship’s total volume in cubic metres (m3), and   K, a multiplier based on the ship volume.  

Net Tonnage   /  Counted in: No unit     

GT is often confused with  Net Tonnage , which is a ship’s gross tonnage minus the space occupied by accommodations for crew, by machinery, for navigation, by the engine room and fuel. This means a vessel’s net tonnage represents   the available space for accommodation of passengers and stowage of cargo .   

Note: GT and NT are dimensionless so they cannot be counted in physical units of tonnage .  The word “tons” is no longer in use in reference to ships’ tonnage.   So ,  we typically say  “ the ship has Gross Tonnage of 12,345 ”  without the addition of any units.    

[smlsubform prepend=”GET THE SAFETY4SEA IN YOUR INBOX!” showname=false emailtxt=”” emailholder=”Enter your email address” showsubmit=true submittxt=”Submit” jsthanks=false thankyou=”Thank you for subscribing to our mailing list”]

Deadweight tonnage /  Counted in: metric tonnes (1,000 kg)  

Simply put,  deadweight tonnage (DWT)  is a measure of how much weight a ship can carry, so it includes the sum of the weights of cargo, fuel, fresh water, ballast water, provisions, passengers, and crew. This measurement does not include the empty weight of the ship, which means that DWT represents  the difference between the number of tons of water a vessel displaces “light” and the number of tons it displaces when submerged to the “load line.”   As you probably remember, load lines (also known as  Plimsoll lines ) on a ship’s hull indicate the maximum depth to which the vessel may be safely immersed when loaded with cargo.   

Displacement  

A ship’s displacement, as the word indicates, is the volume of water it displaces when it is floating and is measured in cubic metres (m3). The displacement tonnage is the weight of the water that it displaces when it is floating with its fuel tanks full and all stores onboard, and is measured in metric tons (1,000 Kg). The term “ displacement tonnage ” maybe seen describing the weight of the vessel and its contents in tons of 2,240 pounds. Displacement “light” is the weight of the vessel without stores, bunker fuel, or cargo, while displacement “loaded” is the weight of the vessel including all the above.   

The Convention provides for gross and net tonnages, both of which are calculated independently. The rules apply to all ships built on or after 18 July 1982 – the date of entry into force. The Convention meant a transition from the traditionally used terms gross register tons (GRT) and net register tons (NRT) to gross tonnage (GT) and net tonnage (NT).   

Why are these useful?   

GT is not a really usable measure in everyday life, but it forms the basis for authorities, PSC and flag states, as well as classification societies to set manning regulations, safety rules, as well as registration fees. Both gross and net tonnages are also used to calculate port dues. According to Steamship Mutual P&I Club, Tonnage Measurement is used in the assessment of the following:  

• Harbour Dues – which can be based on either Gross or Net Tonnage  
• Pilotage Dues – which can be based on either Gross or Net Tonnage  
• Light Dues – usually based on Net Tonnage  
• Canal Dues – usually based on Net Tonnage  

Sometimes, the term can also be used to compare ships in terms of their size, even though a larger ship does not necessarily have also a bigger gross tonnage. To put Gross Tonnage into context, currently the world’s largest container ships by GT have a GT of just over 230,000 and the largest cruise ships by GT have just over 228,000.   

DO YOU KNOW?: Read in this series

Do you know why a Ship Security Assessment is essential?

Do you know what a Ship Security Plan includes?

Do you know how to dispose garbage onboard?

Do you know what just-in-time is.

Do you know what ocean roadkill is?

Do you know why ships float?

Do you know the many colours of alternative fuels?

Do you know how shipping inspired New Year’s Ball Drop tradition?

Do you know what happens with animal carcasses onboard?

Do you know how many Particularly Sensitive Sea Areas exist?

Do you know when you can store grey water in ballast water tanks?

Do you know when to inspect your fire protection systems onboard?

Do you know which vessel took a sharp turn on floating standards?

Do you know the differences between PCTCs and RoRo/RoPax?

Do you know what FSRUs are?

Do you know what a Gemba walk is?

Do you know why ballasting and deballasting are vital for a ship.

Do you know what CatZoc is?

Do you know what VDR is?

Do you know how ships are protected from lightning?

Do you know what makes a maritime center?

Do you know how climate change relates to shipping?

Do you know what biofouling is?

Do you know what CII stands for?

Do you know what EU Taxonomy is?

Do you know what methane slip is?

Do you know what General Average means?

Do you know where the food you eat comes from?

Do you know what FOC are?

Do you know what the Northern Sea Route is?

Do you know why a ship’s bow thruster is vital?

Do you know what Poseidon Principles stand for?

Do you know why P&I Clubs are vital for shipping?

Do you know what ships apply SOLAS?

12 nautical terms to know

Do you know what under keel clearance is? 

Do you know how ship propulsion has changed?

Do you know what NATO phonetic alphabet is?

Do you know what GMDSS stands for?

Do you know what cold ironing is?

Do you know what the bulbous bow is for?

Do you know what happens to a ship when it’s too old to sail anymore?

Do you know what a Ship Security Alert System is?

Do you know how many types of lifeboats exist?

Do you know what happens after you flush the toilet on a ship?

Do you know how many ranks and duties exist onboard? 

Do you know how many types of ships exist?

Do you know why IMO number is important for vessels?

Do you know when to abandon a ship?

Do you know how to distinguish an Aframax from a Panamax vessel?

Do you know what a Bunker Delivery Note includes?

Do you know why FONAR is needed from 2020 and onwards?

Do you know what Plimsoll lines on ships are?

Do you know why ships are red on bottom?

Why do ships use ‘port’ and ‘starboard’ and not ‘left’ or ‘right’

Inert Gas onboard: Key safety precautions

Do you know why is a ship called she?

NTSB to conduct meeting on pipeline strike and fire onboard dredging vessel

Igu: green hydrogen more expensive than renewable gas, but costs are expected to fall.

USCG Guidance on cyber security: A glossary of terms

Very informative..

useful article

How do I calculate the actual weight of the vessel?

each ship has displacement tonnage tables. that is, the amount of water it carries when the ship is empty. You can find this on the ship chart by looking behind the plimsol m.

displacement – DWT gives the lightweight – the actual weight of vessel

Great information

Wouldn’t these be more useful units if they had more straightforward meanings, for example, useful load, with tangible units of volume, weight, mass, etc?

DWT seems OK, for example, because it has a more comprehensible, direct meaning.

Leave a Reply Cancel reply

Your email address will not be published. Required fields are marked *

Explore more

• SAFETY4SEA Events
• SAFETY4SEA Plus Subscription

Useful Links

• Editorial Policies
• Advertising
• Content Marketing

© 2021 SAFETY4SEA

• PSC Case Studies
• Tip of the day
• Training & Development

Please use a modern browser to view this website. Some elements might not work as expected when using Internet Explorer.

• Why Charter Homepage
• Luxury Yacht Vacation Types
• Corporate Yacht Charter
• Tailor Made Vacations
• Luxury Exploration Vacations
• ALL 3,676 Yachts For Charter
• Motor Yachts
• Sailing Yachts
• Classic Yachts
• Catamaran Yachts
• Special Offers
• by Destination

Yacht Reviews

• Destination Guides
• Inspiration & Features
• Mediterranean Charter Yachts
• France Charter Yachts
• Italy Charter Yachts
• Croatia Charter Yachts
• Greece Charter Yachts
• Turkey Charter Yachts
• Bahamas Charter Yachts
• Caribbean Charter Yachts
• Australia Charter Yachts
• Thailand Charter Yachts
• Dubai Charter Yachts
• Destination News
• New To Fleet
• Charter Fleet Updates
• Industry News
• Yacht Shows
• Corporate Charter
• Charter Advice
• Why Use a Yacht Broker
• Charter Costs Explained
• Add my yacht

• Yacht Charter Fleet
• Luxury Charter Yachts
• Yacht Features

World's biggest yacht: 8 of the best features on board expedition superyacht REV Ocean

By Katia Damborsky |   22 August 2019 2021-06-22

• Share this on Facebook
• Share this on X
• Share via Email

With a core focus on marine research and conservation, the 183m/600ft motor yacht REV will have the ability to collect and generate energy from ocean plastics. She will become the world's largest yacht upon completion, and will be available for private yacht charters in some of the most remote regions on earth.

Currently in the final stages of construction, research expedition vessel REV (or REVOcean) is pioneering the latest in technological innovation to create a new generation of superyacht.  

She will be equipped with some of the most impressive on-board features ever seen on a yacht, including the ability to collect and generate energy from 5 tonnes of ocean plastics per day.

She will be used primarily as a research platform for studying the world’s oceans and finding solutions to problems including climate change, overfishing and plastic pollution.

REV has a gross tonnage of 17,440 tonnes and a length of 182.9m, or 600ft.

Currently the longest ever superyacht is 180.65m (592ft) superyacht AZZAM , while the largest yacht in terms of gross tonnage is 156m (511ft) superyacht DILBAR, with a volume of 15,917 gross tonnes.

REV knocks both of them out of the water, and will become both the largest and longest yacht in the world when she is delivered.

She has been commissioned by ocean research company Rosselinis Four-10, which is owned by Norwegian billionaire Kjell Inge Roekke.

Income for crewed yacht charters will go towards funding the yacht's future research operations. 

Take a look at all the highlights and special features on board yacht REV. 

State-of-the-art research facilities

REV will play host to six laboratories with multi-functional usage which includes dry, wet and chilled facilities for a range of different research purposes. 

She will also have a huge 7.7m x 5m Moon pool in her hull. This wide opening will provide direct access to the water below, allowing underwater vehicles to be lowered and raised with increased ease and flexibility. 

In total, around 4,000 square metres (the equivalent of 15 tennis courts) of on-board space is dedicated to research, which makes up around 40% of REV’s interior.

In summary:

• Six laboratories
• 7.7m x 5 Moon pool (opening in hull to allow submersibles to be launched and raised)
• On-board research space equates to 15 tennis courts

Live species harvesting

REV will use highly sophisticated technology to safely collect and winch live species of fish from around 3,000 metres below the sea’s surface.

The winches can maintain position and depth whatever the weather and sea conditions, making them reliable under any circumstances.

A live visual feed helps to identify the species, and the system can be adjusted to target a particular size of fish and release those that don’t match. They are transported on board REV through a pipe, and can then be released unharmed after being studied or tagged. 

REV will also feature drop keels fitted with sensitive hydrophones which will listen out for marine mammals.

She also has a dive centre with a decompression chamber, air and nitrox systems.

• Ability to collect live species from 3,000 metres below the sea
• Live visual feed allows those on board to identify the species
• Hydrophones listen out for marine mammals
• Dedicated dive centre

Underwater discovery

The yacht's hangar will house an impressive range of vehicles and accessories. These include remotely-operated water vehicles capable of descending to depths of 6,000m (almost 4 miles) with the help of a cord connected to REV. 

REV will also have a fully autonomous underwater vehicles, which use sonar to scan the seafloor and pinpoint a predefined mark. These can be extremely helpful when finding shipwrecks or other irregularities on the seabed.

She will have a submarine and dedicated equipment to measure CTD (conductivity, temperature, and depth).

• Autonomous and remotely-operated submersibles.

Two helipads

REV has two helipads for drones and helicopter surveys. One is located on the aft deck and the second is on the foredeck. 

They will make it even easier to access and disembark the yacht, particularly when it comes to stepping on shore in high-latitude regions.

Dual helipads and helicopters are also essential for exploring Polar regions, creating a back-up should there be any kind of mechanical failure, giving REV full global access.

Superyacht styling

The yacht's exterior style is the work of world-renowned designer Espen Oeino. Designed to balance the functionality of a research vessel with the elegance of a superyacht, her profile is streamlined and well-proportioned

H2 Design is responsible for the yacht's interiors. Jonny Horsfield, head designer, has said that he is embracing the unique challenges associated with a project like this, and hopes to create a holistic and calming interior. 

In total, the yacht provides accommodation for 28 guests in 18 cabins with a complete crew of 54.

Auditorium and media editing suite

REV will boast an enormous auditorium with tiered seating to host up to 36 people. Fitted with an advanced sound system, the space will be perfect for lectures and knowledge-sharing events.

The yacht will also have a conference centre with two meeting rooms and a hot-swap desk arrangement which is designed to facilitate social interactions between research teams and other charter guests.

• 36-person auditorium
• Conference centre with two meeting rooms

Environmentally-friendly credentials

Environmental performance was a crucial component throughout the building of REV. She features the SeaQ Green Pilot, a fuel-optimising system that will allow the crew to reduce REV’s carbon footprint as much as possible.

She will also make use of a high-technology incinerator, which allows on-board waste and ocean plastics to be burnt in an environmentally-positive way with limited emissions.

 Every 10 kilograms of waste burned will generate 110kWh of thermal power, which is used to supply REV with hot water. She will also have a heat recovery system which will generate fresh water through an evaporation plant. 

Other key elements include an energy recovery rudder system, medium-speed engines, a direct drive diesel-electric propulsion system with batteries and an exhaust cleaning system.

• Ability to collect and generate energy from ocean plastic
• Fuel-optimisation system

Ocean-going capabilities

REV will be capable of complete autonomy at sea for up to 114 days, meaning she can be completely self-sufficient in terms of stock and fuel. 

VARD estimates that she will have a range of 21,120 nautical miles while cruising at 11 knots.

For any research-related charters, she can accommodate 30 crew and 60 research personnel.

This piece will be updated as REV nears completion and delivery.

Interested in learning more about expedition charters ? Please reach out to your preferred yacht charter broker for more information about chartering M/Y REV.

Some pictures are for illustrative purposes only.

Book with Ease - Speak with a Charter Expert

Our yacht charter experts will:

• Discuss your vacation plans
• Check availability & shortlist suitable yachts
• Negotiate booking & prepare your itinerary

Enquire now for yacht availability & free consultation.

MORE INFORMATION

195m Vard 2025

• READ MORE ABOUT:

Latest News

19 July 2024

18 July 2024

17 July 2024

• See All News

Charter Yacht of the week

• See All Reviews

Featured Luxury Yachts for Charter

This is a small selection of the global luxury yacht charter fleet, with 3676 motor yachts, sail yachts, explorer yachts and catamarans to choose from including superyachts and megayachts, the world is your oyster. Why search for your ideal yacht charter vacation anywhere else?

136m | Lurssen

from $4,368,000 p/week ♦︎

115m | Lurssen

from $2,831,000 p/week ♦︎

85m | Golden Yachts

from $980,000 p/week ♦︎

88m | Golden Yachts

from $1,179,000 p/week ♦︎

84m | Feadship

from $1,072,000 p/week ♦︎

93m | Feadship

from $1,501,000 p/week ♦︎

Maltese Falcon

88m | Perini Navi

from $490,000 p/week

122m | Lurssen

from $3,000,000 p/week

As Featured In

The YachtCharterFleet Difference

YachtCharterFleet makes it easy to find the yacht charter vacation that is right for you. We combine thousands of yacht listings with local destination information, sample itineraries and experiences to deliver the world's most comprehensive yacht charter website.

San Francisco

• Like us on Facebook
• Follow us on X
• Follow us on Instagram
• Find us on LinkedIn
• Add My Yacht
• Affiliates & Partners

Popular Destinations & Events

• St Tropez Yacht Charter
• Monaco Yacht Charter
• St Barts Yacht Charter
• Greece Yacht Charter
• Mykonos Yacht Charter
• Caribbean Yacht Charter

Featured Charter Yachts

• Maltese Falcon Yacht Charter
• Wheels Yacht Charter
• Victorious Yacht Charter
• Andrea Yacht Charter
• Titania Yacht Charter
• Ahpo Yacht Charter

Receive our latest offers, trends and stories direct to your inbox.

Please enter a valid e-mail.

Thanks for subscribing.

Search for Yachts, Destinations, Events, News... everything related to Luxury Yachts for Charter.

Yachts in your shortlist

What is Ship Tonnage? All Types and Use Explained!

We’ve all wondered how much a ship weighs and may have come across phrases like gross tonnage, net tonnage, displacement, lightship weight, and so on. We will have a better knowledge of all of these concepts and learn what ship tonnage truly means in this article.

Ship tonnage in shipping refers to a ship’s carrying capacity measured in terms of volume or weight. Tonnage in shipping is defined as the total number of tons registered or the overall carrying capacity of the vessel.

Tonnage originated from the practice of charging dues on ships and is also used to calculate the duty or cost for crew rules, registration, port taxes, and other similar things. These fees were calculated depending on the number of ‘tons’ that a vessel could carry.

Previously, tonnage was determined using the interior volume of the ship. However, the measurement technique has evolved to one in which the cargo’s weight is regarded as the unit of measurement. The conventional unit of measurement for this capacity is the ton. Tonnage has been defined and computed for ships in a variety of ways.

Let us get into the article to find out more.

History Of Tonnage

King Edward I introduced the concept of tax on ships in 1303, based on tonnage laden. King Edward III then imposed a tax on imported wine, measuring each “tun” as 252 gallons (1.146 m3) of wine weighing around 2,240 lb (1,020 kg), or what is now referred to as a long ton or imperial ton.

For tax purposes, a ship’s estimated capacity in “tuns” was expressed using dimensions in feet (Length x Beam x Depth)/100, where depth refers to the hold’s depth below the main deck. The numerator of this equation gives the ship’s volume in ft3, and the denominator is a “tun” that is thought to be equal to 100 ft3.

The Builder’s Old Measurement, often known as burden or burthen and abbreviated as BOM was used to determine a ship’s cargo capacity from around 1650 until 1849 and was then abandoned after much clearer means of calculations was introduced.

The measurements were again in feet, with the length measured from stem to sternpost and the tonnage computed as [Length – (Beam x 3/5)] x [Beam x]/2]/94.

How Was Tonnage Calculated Before Standardization?

Looking back to history, to measure a ship’s tonnage, different countries utilized different standards. George Moorsom created a different way of measuring ships in 1854.

According to this system, the ship’s volume was considered to serve as a better indicator of its size, and this was used to calculate how much to pay for services rendered by ports.

The term “gross” and “net registered tonnage,” which are both abbreviated as “grt” and “nrt,” were used since the unit of measurement had always been “tons” in Britain’s first British Shipping Act (1854).

The Royal Thames Yacht Club created the Thames Tonnage in 1855 as an alternative to the Builder’s Old Measurement and it was designed for yachts and other comparable vessels.

The majority of maritime nations started using the Moorsom technique in the early 1900s, although the results were not always directly comparable due to differing interpretations by various nations, including the precise terminal points of physical measurement and other measurable adjustments.

International efforts to standardize tonnage calculations began in 1925, but the IMO International Convention on Tonnage Measurement of Ships did not become effective until 1969.

This first became effective for new ships on July 18, 1982, and it became completely effective for all ships on July 18, 1994, except warships, boats shorter than 24 meters in length, and some lake and river vessels. IMO terminology replaced GRT and NRT with gross tonnage (GT) and net tonnage (NT).

What Are The Different Types Of Ship Tonnage?

There are five kinds of ship tonnage in use in the shipping business: Gross Tonnage, Net Tonnage, Deadweight Tonnage, Displacement Tonnage, and Lightship Weight Tonnage. Let’s take a closer look at each type of ship tonnage used in shipping.

Gross Tonnage

The overall size of the vessel, stated in terms of volume, of the enclosed area within the ship, from t he keel of the ship to the deck, is known as gross tonnage.

The following formula provides a straightforward way to calculate gross tonnage:

GT = K1 multiplied by V

Where k1 = 0.2 + 0.02LogV and V = total number of enclosed cubic meters

Net Tonnage

The total molded volume of the ship’s cargo compartment is known as net tonnage. Only the vessel’s available capacity for loading cargo is taken into account. About 30% less than the gross tonnage is anticipated for the net tonnage.

The procedure of determining the net tonnage is made easier by the following formula:

Net tonnage = k2 x Vc x (4d/3D)2 + k3 x (N1 + N2/10).

In this case, K2 = 02. + 0.2 LogVc

Vc is the total cubic volume of the cargo spaces.

Summer load line draught is calculated as K3 = 1.25 x (GT + 10,000)/10,000 d in meters. D is the measured molded depth between ships.

N1 = Total number of people using up to eight beds in the cabin. N2 = Amount of additional travelers.

The total number of people that the ship is permitted to transport by its passenger certificate is equal to N1 + N2. N1 and N2 should be treated as zero if N1 plus N2 is less than 13. GT stands for the ship’s gross tonnage.

Deadweight Tonnage

A ship’s contents, including its cargo, fuel , passengers, crew, food, and water, are measured by its “deadweight tonnage.” It is measured in tons which approximately is equal to 1,016 Kilograms.

Displacement Tonnage

The volume of water displaced by a ship when it is at sea determines its displacement. The unit of measurement is Cubic meters. The displacement tonnage refers to the amount of water a ship can move when floating , fully fueled, with all sources on board. The unit of measurement is metric tonnes.

Given that a floating vessel displaces the same volume of water as it weighs, it is the real weight of the vessel. On the other side, a ship’s lightship displacement is the volume of water it displaces when it is empty of all people, crew, cargo, fuel, water, and food.

Lightship Weight Tonnage

The weight of a ship plus its permanent equipment is referred to as lightweight tonnage. Fuel, water, and any other supplies on board the ship are not included in the lightweight tonnage.

What Is The Difference Between Ship Tonnage And Displacement?

In the maritime industry , displacement is a relatively common measurement for vessels. The weight of water that a vessel displaces is known as displacement weight.

The weight of a ship is measured in displacement weight. The displacement tonnage and displacement weight of a ship are the same.

The volume of a ship’s interior is measured in terms of gross and net tonnage. Net or gross tonnage is primarily used for registration and revenue collection purposes.

How Is Tonnage Taxed?

In place of traditional corporation taxation, shipping businesses are subject to tonnage tax. The tax is frequently seen as one of the most significant marine subsidies provided by the government in recent years since it is typically lower than conventional government taxes. Based on the overall tonnage value of the fleet of vessels operated by a single firm, the tax is assessed.

For instance, it makes no difference if the freight is carrying its maximum 10 tonnes of load; the tonnage is what matters. Another benefit of this taxing technique is that it does not depend on business profits or the number of all shipments, making tax calculation simple and efficient for shipping businesses and authorities

Which Authority Issues The Tonnage Certification For Vessels?

Solely based on the tonnage of the ships, manning restrictions, registration costs, port dues computation, and safety norms are developed.

All ships must possess an International Tonnage Certificate (ITC), which is provided by the flag states by the International Convention of the International Maritime Organization (IMO) and the Tonnage Measurement of Ships 1969.

Before delivery, the necessary calculations are performed by the vessel’s classification society . Additionally, it issues the certificate on the flag state’s behalf. Although the certification includes an expiration date, it must be updated if the structure of the vessel changes or if the vessel is subjected to any conversions.

Ship Tonnage Summary

Ship tonnage is an important measuring unit for commercial vessels as it helps the government to impart taxes and duties which serves as an important means of revenue.

Ship tonnage can also be used as an indicator in terms of the total volume enclosed in the vessel.

• Recent Posts

• Sustainable and Luxurious: Discovering Split’s Yachting Paradise – April 26, 2024
• MarineTraffic vs VesselFinder: Which Is Better Vessel Tracking Service? – February 14, 2024
• Port Costs: A Comprehensive Guide to Port Dues and Fees for Cargo Ships – February 12, 2024

About the author

I worked as an officer in the deck department on various types of vessels, including oil and chemical tankers, LPG carriers, and even reefer and TSHD in the early years. Currently employed as Marine Surveyor carrying cargo, draft, bunker, and warranty survey.

Leave a Reply Cancel reply

Your email address will not be published. Required fields are marked *

Save my name, email, and website in this browser for the next time I comment.

Latest posts

Marine Satellite Internet: How Ships Keep Connected

Some boaters take leisurely trips to the lake while others venture into the ocean, far removed from the rest of civilization. Thankfully, marine satellite internet helps ships stay connected.  

What to Wear on a Boat

Sailing on a ship requires extensive preparation. In addition to understanding its components and how to operate it, people must also know what to wear on a boat.

What Happens if a Ship Loses Power?

A power outage is among the worst issues for maritime professionals. What happens if a ship loses power?

Boat Gross Tonnage Calculator

Author: Calculator Academy Team

Last Updated: July 26, 2023

Enter any 3 values to calculate the missing variable

Enter the boat length (ft), the boat breadth (ft), and the boat depth (ft) into the Boat Gross Tonnage Calculator. The calculator will evaluate the Boat Gross Tonnage. 

• Boat Lift Capacity Calculator
• Boat Towing Weight Calculator
• Boat Fuel Consumption Calculator
• Sailboat Value Calculator

Boat Gross Tonnage Formula

The following formula is used to calculate the Boat Gross Tonnage. 

• BGT is the Boat Gross Tonnage (tonnage)
• BL is the boat length (ft) 
• BD is the boat breadth (ft) 
• BW is the boat depth (ft) 

To calculate the boat gross tonnage, multiply the boat length, breadth, and depth together, divide by 2, then finally divide by 100.

How to Calculate Boat Gross Tonnage?

The following steps outline how to calculate the Boat Gross Tonnage.

• First, determine the boat length (ft).
• Next, determine the boat breadth (ft). 
• Next, determine the boat depth (ft). 
• Next, gather the formula from above = BGT = .5*BL*BD*BW /100.
• Finally, calculate the Boat Gross Tonnage.
• After inserting the variables and calculating the result, check your answer with the calculator above. 

Example Problem:

Use the following variables as an example problem to test your knowledge.

boat length (ft) = 40

boat breadth (ft) = 10

boat depth (ft) = 8

BGT = .5*BL*BD*BW /100 =  ?

Find anything, super fast.

• Destinations
• Documentaries

Expert Insight: How Superyacht Captains Can Master Growing Yacht Sizes

By Emily Dawkins

In recent years, a strong superyacht market has driven the industry to push the boundaries regarding design, technology, and materials. While luxurious concepts and cutting-edge technology continue to trend upward, the industry is also pushing the boundaries of size, and with that, comes a significant challenge: the ability to safely crew a yacht of 3,000 gross tonnes or more. We spoke to those at International Registries, Inc. and its affiliates (IRI), which provide administrative and technical support to the Republic of the Marshall Islands (RMI) Registry, to discover more about how it is working to both address this challenge and advance the professional portfolio of superyacht captains around the world.

In the past, few superyachts ever exceeded a gross tonnage (GT) of 3,000. Today, there are over 150 yachts in operation exceeding this monumental volume, and with an additional five to eight yachts in this category also being delivered each year, the need for captains qualified for vessels over 3,000 GT is growing. 

‘Owners want their captains to grow with them,’ commented Patrick Bachofner, Worldwide Director, Yachts and Director of the Geneva Office for IRI. ‘The relationship between a yacht captain and owner is unique and often long-term. We recognised the need for a pathway to shatter that 3,000 GT ceiling for captains since owners are purchasing larger and larger yachts.’

Providing administrative and technical support to the RMI Maritime Registry, IRI is arguably the world’s most experienced privately held maritime and corporate registry service provider. 

Administering maritime and corporate programs as well as being involved in flag State administration since 1948, IRI understands and caters to the specialised needs of the maritime industry.

Recognising the capped 3,000 GT limit of the standard Master License, the RMI Yacht Registry developed a new certification for superyacht captains looking to expand their professional skill set, which was previously only available to those captains who had also obtained commercial sea time. 

This new certification, an STCW II/2 Certificate of Competency (CoC) Master (Yachts) Unlimited tonnage license, is only available through the RMI Maritime Administrator and the Maritime Professional Training (MPT). Thanks to the Master of Yachts Unlimited Tonnage – Marshall Islands Capstone Course, which includes coursework and exams, successful candidates receive the new license, which was previously only available to captains who had obtained commercial sea time. The license is also endorsed by the Cayman Islands Shipping Registry.

Marc Verburg, Director of Yacht Operations at IRI, shared how crewing a yacht over 3,000 GT requires a different skillset and knowledge of yacht operations: ‘Yachts of this size are often designed to emphasise luxurious comfort, speed, or even expedition capabilities, each of which requires additional knowledge for safe yacht operations.’

Launched in 2016, the Capstone Course builds upon the tradition of the United States Coast Guard’s Master-Unlimited License, which includes 15-course prerequisites, required sea time, stringent application requirements, and five days of exams and simulator assessment. 

‘Yachting is truly separate from the commercial maritime industry,’ shared John Hafner, Vice President Seafarers’ Manning & Training, who developed the course with MPT. ‘Unlike the commercial side of the business, many yacht deck officers have never attended a maritime academy and most have not worked on vessels that would qualify them to sit for the commercial unlimited tonnage Master’s license. The Administrator, working with MPT, created this pathway for yacht captains to advance their yacht CoCs and work on these larger yachts.’

‘Prior to the development of this course, owners of yachts over 3,000 GT often looked to the commercial maritime industry to crew their vessels,’  added Patrick, ‘there was no option for a yacht captain to grow.’

Despite being a fairly new addition to the superyacht industry certifications, the program is growing. Five superyacht captains successfully completed the rigorous Capstone Course during the last exam period in November 2022.  Although the course is meticulous, captains do not have to give up their current positions to complete it.

‘ The Capstone Course, launched in 2016, builds upon the tradition of the United States Coast Guard’s Master-Unlimited License, which includes 15 course prerequisites, required sea time, stringent application requirements, and five days of exams and simulator assessment.

“ We have a number of Masters in various stages of the process,’ explained Patrick. ‘Many are completing the coursework while still employed on their current command, or during refit or building. Courses are set about a year in advance, so it is essential that a captain plan ahead .’

So, what’s on the horizon? Regulatory change from the RMI will require captains to have a license for private yachts over 3,000 GT as of September 2024.

‘This segment continues to grow,’ added Marc, ‘the RMI Master of Yachts Unlimited Tonnage creates a new professional growth opportunity in one of the strongest areas of the yacht industry. Captains should take the time now to prepare and become certified so they can continue to advance their careers.’

To discover more about the licenses available for captains, get in touch with IRI today.

"Owners want their captains to grow with them...We recognised the need for a pathway to shatter that 3,000 GT ceiling for captains since owners are purchasing larger and larger yachts." Patrick Bachofner, Worldwide Director, Yachts and Director of the Geneva Office for IRI

"Owners want their captains to grow with them...We recognised the need for a pathway to shatter that 3,000 GT ceiling for captains since owners are purchasing larger and larger yachts."

Related News

Featured events.

By SuperyachtNews 10 Aug 2022

Is GT just a gross misconception?

The lingering fascination with gross tonnage affects how superyachts are valued…but is there a better metric.

The metrics by which we measure superyachts carry value connotations. But value to who? Misconceptions around the true definition of gross tonnage persist across many areas of the industry. Gross tonnage, the second figure quoted in most references to a yacht after LOA (length overall), is a measurement that traces its origin to the merchant fleet using the moulded volume of enclosed spaces of the ship. It may be, however, be an outdated measurement when simplistically attributing value to the user of a yacht.

Originally these findings were published in the Superyacht New Build Report, using Data Supplied by The Superyacht Agency and Rob Doyle Design. The latter whose reimaging of the concept of 'usable space' onboard the convention-busting concept "Project Fury'  led to this piece. 

The relationship of GT to the amount of lived-in space is weak. Even the most extravagant real estate does not include a volumetric measurement. Square metres give the floor space, and the three-dimensional space is inferred. Obviously, it has many applications across the commercial sector and for purposes of classification, but its persistence in the superyacht sector leads to misunderstandings.

As a mathematical curiosity, it’s intriguing. Volume increases as the length, width and height of a shape increase (by the power of three). Increase the length of the sides of a cube from one metre to three metres and the volume will grow to 27m3, for example. Large yachts’ cubic spaces (GT) increase disproportionately with length.

The growth of this curve is not as drastic X to the power of 3, as would be expected from perfect cubes, but it does still convey the disproportionate increase in GT vs LOA. Converting this to a meaningful statistic is challenging and should not be taken at face value.

Figure 3, below, shows a selection of well-known sailing yachts and motoryachts plotting GT vs LOA, and while not directly comparable, the less pronounced trend is clear. Sailing yachts do not exhibit a very noticeable increase in volume vs length because, in general, they don’t grow in height vs length in the same way that a motoryacht does. Nothing revelatory there.

The intriguing difference comes when a different metric is applied. By carefully analysing the GAs of a selection of sailing yachts, in partnership with Van Geest Design, and selecting the ‘usable’ spaces, a different distribution can be seen, as shown in Figure 4, below.

Usable space has been calculated here manually but it is broadly the guest usable spaces, no technical walkways, no winch spaces, tender garages or limo bays etc. These spaces are then divided by the cubed route of the floor plan vs GT to remove the volumetric consideration. This is then plotted against the square root of the length vs the length on deck, not the length overall, again to consider the usable spaces. This re-evaluation produces a far less reductive distribution.

S/Y Vertigo, a 67m vessel with 837GT and one of the larger sailing yachts, sits above the trend line in Figure 3, suggesting a high return of internal spaces. However, when taking into account just the interior spaces that can be used by removing outlying space, it falls below the trend line in Figure 4. Conversely, S/Y M5 moves from average to well above the trend line.

This is a concept that requires input, not least from designers and yards, but it allows for more specific consideration of a yacht’s usable space. The majority of this data is available but requires manual manipulation and CAD analysis of GAs. It does, however, offer an alternative and unique re-evaluation of value to the client.

Join the discussion

To post comments please Sign in or Register

When commenting please follow our house rules

Click here to become part of The Superyacht Group community, and join us in our mission to make this industry accessible to all, and prosperous for the long-term. We are offering access to the superyacht industry’s most comprehensive and longstanding archive of business-critical information, as well as a comprehensive, real-time superyacht fleet database, for just £10 per month, because we are One Industry with One Mission. Sign up here .

Related news

Wally introduces wallywind series

This new range, from 34 to 46m, are designed for long range cruising, with the wallywind 110 due for completion in 2024

Project Domus, because why not?

Rob Doyle, Pieter Van Geest and Mark Small prove that feasible superyacht concepts needn’t adhere to current design trends  

Sailing ahead with Southern Spars

Mark Hauser, co-director and founder of Southern Spars, discusses the AC, carbon technology and the future of the sail

The road to Barcelona for the 37th America's Cup

Aaron Young, commodore of the Royal New Zealand Yacht Squadron, looks ahead to Barcelona and discusses the decision to take The Cup north 

Defining the sailing sweet spot

Southern Wind commercial director Andrea Micheli reflects on the challenges and successes on offer in the sailing yacht sector

2 years ago

Sign up to the SuperyachtNews Bulletin

Receive unrivalled market intelligence, weekly headlines and the most relevant and insightful journalism directly to your inbox.

Sign up to the SuperyachtNews Bulletin

The superyachtnews app.

Follow us on

Media Pack Request

Please select exactly what you would like to receive from us by ticking the boxes below:

SuperyachtNews.com

Register to comment

Yacht, IMO 1011472

• VesselFinder
• Miscellaneous

The current position of AIR is at East Mediterranean reported 4 mins ago by AIS. The vessel is en route to PYLOS , and expected to arrive there on Jul 18, 05:00 . The vessel AIR (IMO 1011472, MMSI 248879000) is a Yacht built in 2011 (13 years old) and currently sailing under the flag of Malta .

Position & Voyage Data

Map position & Weather

Recent port calls, vessel particulars.

AIR current position and history of port calls are received by AIS. Technical specifications, tonnages and management details are derived from VesselFinder database. The data is for informational purposes only and VesselFinder is not responsible for the accuracy and reliability of AIR data.

Toll Free USA: 1877-209-7243

Deck Plans & Specifications

Hover and click on image areas ( ) to view them in detail.

Modal title

Plan Your Galapagos Cruise Vacation

Our Galapagos Islands programs let you safely explore one of the most wonderful places in the World.

Contact Us Today!

With each Galapagos cruise booked, you are contributing:

• Itineraries
• Deck Plans & Specs
• Availability & Promotions
• Business-to-Business
• Inquire Now

Our Products

• Cormorant II Catamaran
• Horizon Trimaran
• Infinity Yacht
• Natural Paradise
• Grand Majestic
• Galapagos Angel
• Calipso Yacht

Contact Sales

• [email protected]

Royal Galapagos is a tour operator that offers visitors an optimum experience in the Galapagos Islands. Sail the Islands aboard specially designed yachts and explore a unique archipelago unlike any other on Earth.

2024 © Galapagos Islands, Ecuador. Royal Galapagos  •  Privacy Policy  •  [email protected]

Calculating GRT for Mariner Credentials

I have a question about Gross Registered Tonnage for Mariner Licensing. A good portion of my sea time is on a private yacht that just shows Gross Tonnage on the COI, not Gross Registered Tonnage. Is there a formula used to determine Gross Registered Tonnage for a vessel for Mariner Credentials? Thanks in advance,

The USCG considers 1600 GRT equal to 3000 GT.

I’m not sure what they do about smaller vessels.

Here is what I have used for CG 719S Sea Service Form.

A simplified set of gross tonnage formulas is set forth by the U.S. Coast Guard Marine Safety Center, which are based on three measurements: Length (L), breadth (D), and depth (D). Under this system, the means of estimating gross tonnage is as follows:

For power boats: Gross Tonnage = (. 67 x L x B x D) / 100.

For a sailing boat with keel, Gross Tonnage = (.375 * L * B * D) / 100

For freighters with angled or cylindrical hulls, Gross Tonnage = (.67 * L * B * D) / 100

For ships with square barge-shaped hulls, Gross Tonnage = (.84 * L * B * D) / 100**

For a boat with a simple sailing hull, Gross Tonnage (GT) = (.5 x L x B x D) / 100**

Vessel Gross Tonnage Calculator

And 500 GT = 200 GRT. See also 46 CFR 11.211(h) .

Where does it state you can use these formulas to calculate Gross Registered Tonnage for the CG 719S?

You’re making this harder than it needs to be. If the vessel is only measured in GT you don’t need GRT See the link I posted above.

Thank you again. I like idea to simplify and not complicate the issue.

However, I have for years used 46 CFR 69.209 and the Simplified Measurement Tonnage Guide 1 for my calculations for the 719S form.

Many years ago, I was referred to the Gross Register Tonnage regulation of small vessel calculations if it was unknown.

Thanks for all of the great information. So if I am working an a vessel that’s only calculated with the simplified tonnage, how does this type of Vessel Gross Tonnage work when looking to upgrade your license when the Sea Service for the vessels needs to be in Gross Registered Tonnage? I attached a picture of the specs on the vessel along with a license checkoff list. Thanks for all of your help.

I like Mr Cavo’s method.

If this is for other purposes then I would use the vessel’s name and enter the CGMIX Coast Guard Port State Information Exchange

Last resort: Vessel Gross Tonnage Calculator or by formula 46 CFR 12.603 .

77.8’ x 20.7’ x 10.3’ x .67/100 = 111.14 tons

Thanks for the information. Would the 137 Gross Tons vessel I work on satisfy a Sea Service requirement that’s calling for time on vessels of 100 GRT or more? Thanks again.

This boat I work on is US Flagged.

I recommend looking at the GRT vs gt, Professional Mariner Forum Dec 2013 thread and Mr. Cavo’s post regarding the relationship between the two.

Thanks for the information jdcalvo. What is the National Maritime Center going to consider a 137 Gross Tonnage vessel to be for Gross Registered Tons?

Looking at the CG-719S form, it asks to list “Vessel Gross Tons”. I will put the 137 Gross Tons and will see what happens. See attached.

Seems that following Cavo’s guidance we both found our solution.

The “SIMPLIFIED MEASUREMENT GROSS TONNAGE” formulas?

The formulas I provided earlier were based on both the CFR and Simplified Measurement Gross Tonnage Guide to comply with the guidance for filling out the 719S form found in Documenting Sea Service on the NMC website. Based on my reading NMC is calculating Gross Tons as GRT. I believe that they will calculate for you given the Length, Beam and Draft based on the vessel type.

Let me know how you read the guidance.

Sorry for the run on sentence.

2 posts were split to a new topic: GRT/NRT has been replaced by GT/NT in all international trade since 1982

Your entire comment is completely irrelevant and off topic.

Related Topics

Suggestions or feedback?

MIT News | Massachusetts Institute of Technology

• Machine learning
• Sustainability
• Black holes
• Classes and programs

Departments

• Aeronautics and Astronautics
• Brain and Cognitive Sciences
• Architecture
• Political Science
• Mechanical Engineering

Centers, Labs, & Programs

• Abdul Latif Jameel Poverty Action Lab (J-PAL)
• Picower Institute for Learning and Memory
• Lincoln Laboratory
• School of Architecture + Planning
• School of Engineering
• School of Humanities, Arts, and Social Sciences
• Sloan School of Management
• School of Science
• MIT Schwarzman College of Computing

Study finds health risks in switching ships from diesel to ammonia fuel

Press contact :.

Previous image Next image

As container ships the size of city blocks cross the oceans to deliver cargo, their huge diesel engines emit large quantities of air pollutants that drive climate change and have human health impacts. It has been estimated that maritime shipping accounts for almost 3 percent of global carbon dioxide emissions and the industry’s negative impacts on air quality cause about 100,000 premature deaths each year.

Decarbonizing shipping to reduce these detrimental effects is a goal of the International Maritime Organization, a U.N. agency that regulates maritime transport. One potential solution is switching the global fleet from fossil fuels to sustainable fuels such as ammonia, which could be nearly carbon-free when considering its production and use.

But in a new study, an interdisciplinary team of researchers from MIT and elsewhere caution that burning ammonia for maritime fuel could worsen air quality further and lead to devastating public health impacts, unless it is adopted alongside strengthened emissions regulations.

Ammonia combustion generates nitrous oxide (N 2 O), a greenhouse gas that is about 300 times more potent than carbon dioxide. It also emits nitrogen in the form of nitrogen oxides (NO and NO 2,  referred to as NO x ), and unburnt ammonia may slip out, which eventually forms fine particulate matter in the atmosphere. These tiny particles can be inhaled deep into the lungs, causing health problems like heart attacks, strokes, and asthma.

The new study indicates that, under current legislation, switching the global fleet to ammonia fuel could cause up to about 600,000 additional premature deaths each year. However, with stronger regulations and cleaner engine technology, the switch could lead to about 66,000 fewer premature deaths than currently caused by maritime shipping emissions, with far less impact on global warming.

“Not all climate solutions are created equal. There is almost always some price to pay. We have to take a more holistic approach and consider all the costs and benefits of different climate solutions, rather than just their potential to decarbonize,” says Anthony Wong, a postdoc in the MIT Center for Global Change Science and lead author of the study.

His co-authors include Noelle Selin, an MIT professor in the Institute for Data, Systems, and Society and the Department of Earth, Atmospheric and Planetary Sciences (EAPS); Sebastian Eastham, a former principal research scientist who is now a senior lecturer at Imperial College London; Christine Mounaïm-Rouselle, a professor at the University of Orléans in France; Yiqi Zhang, a researcher at the Hong Kong University of Science and Technology; and Florian Allroggen, a research scientist in the MIT Department of Aeronautics and Astronautics. The research appears this week in Environmental Research Letters.

Greener, cleaner ammonia

Traditionally, ammonia is made by stripping hydrogen from natural gas and then combining it with nitrogen at extremely high temperatures. This process is often associated with a large carbon footprint. The maritime shipping industry is betting on the development of “green ammonia,” which is produced by using renewable energy to make hydrogen via electrolysis and to generate heat.

“In theory, if you are burning green ammonia in a ship engine, the carbon emissions are almost zero,” Wong says.

But even the greenest ammonia generates nitrous oxide (N 2 O), nitrogen oxides (NO x ) when combusted, and some of the ammonia may slip out, unburnt. This nitrous oxide would escape into the atmosphere, where the greenhouse gas would remain for more than 100 years. At the same time, the nitrogen emitted as NO x and ammonia would fall to Earth, damaging fragile ecosystems. As these emissions are digested by bacteria, additional N 2 O  is produced.

NO x and ammonia also mix with gases in the air to form fine particulate matter. A primary contributor to air pollution, fine particulate matter kills an estimated 4 million people each year.

“Saying that ammonia is a ‘clean’ fuel is a bit of an overstretch. Just because it is carbon-free doesn’t necessarily mean it is clean and good for public health,” Wong says.

A multifaceted model

The researchers wanted to paint the whole picture, capturing the environmental and public health impacts of switching the global fleet to ammonia fuel. To do so, they designed scenarios to measure how pollutant impacts change under certain technology and policy assumptions.

From a technological point of view, they considered two ship engines. The first burns pure ammonia, which generates higher levels of unburnt ammonia but emits fewer nitrogen oxides. The second engine technology involves mixing ammonia with hydrogen to improve combustion and optimize the performance of a catalytic converter, which controls both nitrogen oxides and unburnt ammonia pollution.

They also considered three policy scenarios: current regulations, which only limit NO x emissions in some parts of the world; a scenario that adds ammonia emission limits over North America and Western Europe; and a scenario that adds global limits on ammonia and NO x emissions.

The researchers used a ship track model to calculate how pollutant emissions change under each scenario and then fed the results into an air quality model. The air quality model calculates the impact of ship emissions on particulate matter and ozone pollution. Finally, they estimated the effects on global public health.

One of the biggest challenges came from a lack of real-world data, since no ammonia-powered ships are yet sailing the seas. Instead, the researchers relied on experimental ammonia combustion data from collaborators to build their model.

“We had to come up with some clever ways to make that data useful and informative to both the technology and regulatory situations,” he says.

A range of outcomes

In the end, they found that with no new regulations and ship engines that burn pure ammonia, switching the entire fleet would cause 681,000 additional premature deaths each year.

“While a scenario with no new regulations is not very realistic, it serves as a good warning of how dangerous ammonia emissions could be. And unlike NO x , ammonia emissions from shipping are currently unregulated,” Wong says.

However, even without new regulations, using cleaner engine technology would cut the number of premature deaths down to about 80,000, which is about 20,000 fewer than are currently attributed to maritime shipping emissions. With stronger global regulations and cleaner engine technology, the number of people killed by air pollution from shipping could be reduced by about 66,000.

“The results of this study show the importance of developing policies alongside new technologies,” Selin says. “There is a potential for ammonia in shipping to be beneficial for both climate and air quality, but that requires that regulations be designed to address the entire range of potential impacts, including both climate and air quality.”

Ammonia’s air quality impacts would not be felt uniformly across the globe, and addressing them fully would require coordinated strategies across very different contexts. Most premature deaths would occur in East Asia, since air quality regulations are less stringent in this region. Higher levels of existing air pollution cause the formation of more particulate matter from ammonia emissions. In addition, shipping volume over East Asia is far greater than elsewhere on Earth, compounding these negative effects.

In the future, the researchers want to continue refining their analysis. They hope to use these findings as a starting point to urge the marine industry to share engine data they can use to better evaluate air quality and climate impacts. They also hope to inform policymakers about the importance and urgency of updating shipping emission regulations.

This research was funded by the MIT Climate and Sustainability Consortium.

Share this news article on:

Related links.

• Anthony Wong
• Noelle Selin
• Sebastian Eastham
• Florian Allroggen
• Institute for Data, Systems and Society
• Department of Earth, Atmospheric and Planetary Sciences
• Department of Aeronautics and Astronautics
• MIT Climate and Sustainability Consortium

Related Topics

• Climate change
• Public health
• Technology and policy
• Cleaner industry
• Aeronautical and astronautical engineering

Related Articles

Study: Global deforestation leads to more mercury pollution

Improving US air quality, equitably

Improving health outcomes by targeting climate and air pollution simultaneously

Coordinating climate and air-quality policies to improve public health

Previous item Next item

More MIT News

Startup aims to flush away the problem of icky toilet seats

Read full story →

China-based emissions of three potent climate-warming greenhouse gases spiked in past decade

“The dance between autonomy and affinity creates morality”

Machine learning unlocks secrets to advanced alloys

Math program promotes global community for at-risk Ukrainian high schoolers

Creating and verifying stable AI-controlled systems in a rigorous and flexible way

• More news on MIT News homepage →

Massachusetts Institute of Technology 77 Massachusetts Avenue, Cambridge, MA, USA

• Map (opens in new window)
• Events (opens in new window)
• People (opens in new window)
• Careers (opens in new window)
• Accessibility
• Social Media Hub
• MIT on Facebook
• MIT on YouTube
• MIT on Instagram