Direct emissions of CO2 equivalents, metric tonnes. It includes the emissions of externally and internally managed and from vessels we own and vessels under bareboat charter. Total fleet 30 vessels*. The reduction respect other years is because GMG sold various vessels and the time chartered vessels are included in our scope 3.

GRI 305-1, SASB TR-MT-110a.1, SDG 3/ 12/ 13/ 14/ 15

Green House Gas Indirect Emissions from the consumption of purchased electricity, heat or steam from Bergen, Oslo, Philippines and Shanghai Office. For some offices, GMG counts with supplier specific data but for some it has not been possible. Therefore, for these ones some of the emissions have been calculated using location-based emissions factors, following recommendations from figure 6.1 from Scope 2 Guidance.

Previously not calculated

Green House Gas Indirect Emissions from the consumption of purchased electricity, heat or steam from Bergen, Oslo, Philippines and Shanghai Office. The big difference between 2022 and the previous year is due to the close down of Shanghai office and that the conversion factor for Norway based offices comes from a different source than previous years. It has been obtained by the Norwegian Water Resources and Energy Directorated. Furthermore, for this year is the first time that we account the scope 2 by the 2 methods as indicated in Scope 2 Guidance.

GRI 305-2, SDG 3/ 12/ 13/ 14/ 15

Indirect emissions from company’s upstream and downstream activities as well as emissions not associated with outsorced/contract manufacturing not included in scope 1 or scope 2 . Previous years only business travels (excluding hotel stays) were included. For 2022 it includes 8 different categories: Purchased goods and services, fuel and energy related activities, upstream transportation and distribution, waste in operations, business travel (including hotel stays), employee commuting, upstream lease assets and investments.

GRI 305-3, SDG 3/ 12/ 13/ 14/ 15

EEOI is reported by CO2 g/ (tonnes*nautical miles). Since the CII is consistent, probably the increase of EEOI is due to the cargo type.

GRI 305-4, SDG 13

AER is reported in unit grams of CO2 per tonne-mile (gCO2/dwt-nm). Metric calculated using an approximation of the total annual transport work performed by a ship, obtained from its total distance travelled and DWT. CII consistent in the last 2 years

GRI 305-4, SDG 13

While seaborne transportation constitutes about 90% of world trade, emissions of Greenhouse Gases (GHG) from ships represent about 3% of global emissions, something our industry is committed to reduce. In addition to the requirements of the International Maritime Organization (IMO), Grieg Maritime Group have adopted the Norwegian Shipowner Association’s target to reduce GHG emissions per transported unit by minimum 50% by 2030 from 2008 levels and become net zero by 2050. These targets can however not be achieved without a value chain supporting low and zero emission fuels with competitive terms, well ahead of 2030.
Over the course of 2022 we have consistently worked towards understanding the risks, opportunities, and barriers for adopting zero emission fuels. Among specific actions is the Deep-Sea Ammonia Pilot study performed together with multiple partners, supported by the Norwegian Green Shipping Program. A test utilizing two different blends of biofuel was also performed on a cross Atlantic voyage with positive results. A digital support tool has been developed enabling charterers and operators to project Carbon Intensity Indicator (CII) implications of future operations and support fleet CII control. We also reached our ambitious goal of having at least 90% of all plastic waste from internally managed vessels delivered to shore facilities that have responsible waste handling and recycling capacity.

SDG 13

A factor that could adversely affect our business and financial results going forward is the carbon emission regulations coming into force for the maritime industry to reduce the effects of climate change. This is likely to have negative effect on operational efficiency and may require investments in carbon reducing measures in the short term as well as investments in new propulsion systems in the medium to long term. As of today, the impact from the phasing in of emission permits in the EU Emission Trading System (EU ETS) is not fully clear on our business model, and neither is availability and future pricing of emission free fuel. Besides the emission reducing regulations, which are imposed by the International Maritime Organisation (IMO) and EU’s Fit for 55 with the EU Taxonomy, some of our stakeholders as customers of G2 Ocean and financing partners express various expectations on Grieg Maritime Group to reduce its carbon footprint, and to minimize the risk of potentially owning stranded assets in the future. (It is in GMG roadmap to report in line with TCFD in the upcoming years)

SDG 13

The total amount of energy consumed as an aggregate figure in gigajoules (GJ).

GRI 302-1, SASB TR-MT-110a.3, SDG 7/8/12/13

Energy consumed that was supplied from heavy fuel oil,

GRI 302-1, SASB TR-MT-110a.3, SDG 7/8/12/13

Energy consumed that is renewable/low-carbon energy. 0.19 % of biofuel consumed.

GRI 302-1, SASB TR-MT-110a.3, SDG 7/8/12/13

Policy for compliance with sulphur regulations including global sulphur limits and relevant Emission control area (ECA) limits. GMG will always use compliant fuels for limiting sulphur oxides emissions.

We considered compliant fuel as a better option for our fleet

We considered compliant fuel as a better option for our fleet

Sulfur oxides emissions in metric tonnes. Calculations include 30 vessels. The reduction respect 2021, is due to a decrease on the consumption of fuel due to less vessels in the fleet.

GRI 305-7, SASB TR-MT-120a.1, SDG 3

Nitrogen oxides emissions in metric tonnes. Calculations include 30 vessels. The reduction respect 2021, is due to a decrease on the consumption of fuel due to less vessels in the fleet.

GRI 305-7, SASB TR-MT-120a.1, SDG 3

Policy for recycling of ships and measures taken to ensure responsible recycling. GMG will recycle its fleet at strictest applicable requirements: EU SRR and according to extended interpretation of HK Convention.

Grieg Green only collaborates with what they consider to be Top Ship Recycling Facilities in the world that follow their strict recycling policies and are being monitored and audited regularly. The same yards are ISO 9001, ISO 14001 and ISO 45001 certified as well and as adhere to the Hong Kong Convention and EU ship Recycling Regulation.

The shipping duration (sum of the travel days by 24 hour periods or fractions thereof) spent in marine protected areas or areas of protected conservation status including time spent docked at ports in ECA areas. We follow guidelines from local authorities. Especially during whale season in Canada. However, we are studying different ways on how could we account and report days spend in emission control areas as well as in marine protected areas or areas of protected conservation status.

GRI 304-2, SASB TR-MT-160a.1, SDG 6/14/15/

The total number of spills and releases to the environment (water, soil and air).

GRI 306-3, SASB TR-MT-160a.3, SDG 3/12/15

We had 2 hydraulic oil spills in 2022. No major spills ocurred.

Aggregated volume of potentially harmful spills and releases in metric tonnes. No report of damage to the marine life.

GRI 306-3, SASB TR-MT-160a.3, SDG 3/12/15

Total weight of waste generated in metric tonnes and a breakdown of this total by composition of the waste (fleet garbage books). The vessels for which GMG has operational control have a garbage record book following MARPOL Annex V. Under MARPOL Annex V, garbage includes all kinds of food, domestic and operational waste, all plastics, cargo residues, incinerator ashes, cooking oil, fishing gear and animal carcasses generated during the normal operation of the ship and liable to be disposed of. The records are measured in m3 and have been converted to weight following the Volume-to-Weight Conversion Factors for Solid Waste from the United States Environemtal Agency (EPA) and the Unit Conversion factors from the Blue Environment and Ascend Waste and Environment prepared for the Department of the Environment and Energy from Australian Goverment.

GRI 306-1 and GRI 306-3a, SDG3/12/15

TOTAL (t): 498
Waste incinerated (t): 20
Waste discharged (t): 478
Plastic (t): 8
Food waste (t): 6
Dometic waste (t): 437
Cooking oil (t): 2
Incinerator ashes (t):41
Operational waste (t):26
Animal carcasses (t):1
EE-waste (t): 5
Cargo residues (non HME) (t):366

Not reported before

Total weight of waste generated in metric tonnes and a breakdown of this total by composition of the waste (at the offices). Includes the waste from Bergen and Oslo offices. In 2022 the waste from The Philippines office has not been included. However, for the upcoming years we are working to include it too.

TOTAL (t): 6.5
Plastic (t): 0.03
Glass and metal (t): 0.9
Paper and board (t): 1.3
EE waste (t): 0.1
Organic waste (t): 1.1
Other sorted waste (t): 3.1

Not reported before

Plastic landed to shore facilities (cubic meters and not compressed). The increase of plastic is due to the dry docking activities. The vessels have received new spare parts and components that often are wrapped in plastic, adding up to the total.

Percentage of total amount of plastic waste that was landed to shore (cubic meters and not compressed). We have installed compressors in the fleet and we have also investigated some of the dry-docking ports and the results of these investigations confirmed a proper waste handling management process.

GRI 306-1 and GRI 306-3a, SDG3/12/17

A description of the inputs, activities, and outputs that generate waste; whether the waste is generated in the organisation’s own activities or generated upstream or downstream in its value chain. Description of the initiatives to improve the share of waste delivered to onshore facilities vs onboard incineration.
GRI 306-1 and GRI 306-3a, SDG 3/12/15

All the vessels count with a management plan that will be soon digitilised inside our HSEQ system. Furthermore, we also reached our ambitious goal of having at least 90% of all plastic waste from internally managed vessels delivered to shore facilities that have responsible waste handling and recycling capacity.

Lost Time Incident Frequency. GRI 403-9, SASB TR-MT-320a.1, SDG 3/8/16

This number is based in 3 lost time injuries. No one will have permanent disability due to these injuries.

Gender diversity of board of directors. 7 board members: 3 men and 4 women. GRI 405-1, SDG 5/8/10

Gender diversity of top management. Increase respect last year since we welcomed Pia Meling in GMG’s top management GRI 405-1, SDG 5/8/10

Gender diversity of middle management. The change respect other years it’ is due to the definition that we have taken for 2022 and onwards as management positions. Mangement positions are those with responsibility for personnel and/or with responsibility for specific area. In this calculation it does not necessary mean those with Manager title. GRI 405-1 , SDG 5/8/10

Gender diversity of employees. Increase respect previous years. It does not include those under consultancy agreement GRI 405-1, SDG 5/8/10

Average hours of training that land-based employees have undertaken during the reporting period. It includes internal and external trainings as well as Short talks. For upcoming years we will have more information regarding the trainings offered in Manila. GRI 404-1, SDG 4

Not reported before

Gender diversity of seafarers top management. It includes the following employee’ category: Captain, Chief Mate, Chief Engineer and 2nd Engineer. In 2021 we had 108 top management seafarers of which one was female. In 2022 we had 114 employees in top management positions. GRI 405-1, SDG 5/8/10

Gender diversity of seafarers management. It includes the following employee’s category: 2nd Officer, 3rd Officer, Junior 3rd Officer, 3rdEngineer, 4th Engineer and Junior 4th Engineer. In 2022 we had 137 management seafarers (11 were female). GRI 405-1, SDG 5/8/10

Gender diversity of seafarers. The company continues the process of recruiting and hiring more female seafarers. GRI 405-1, SDG 5/8/10

Female professionals’ average salary in % of men’s average in same category in Norway. The difference in pay is primarily due to differences in the type of job held and years of experience. To ensure fair treatment of payment between men and women holding the same type of job, this is part of the annual salary appraisal assessment process. A special focus is laid on recruiting for diversity within job types.

Not reported before

Female leaders’ average salary in % of men’s average in same category in Norway. The difference in pay is primarily due to differences in the type of job held and years of experience. To ensure fair treatment of payment between men and women holding the same type of job, this is part of the annual salary appraisal assessment process. A special focus is laid on recruiting for diversity within job types.

Not reported before

Female Top Management’s average salary in % of men’s average in same categoryin Norway. This is covers all members of the top management team, except our CEO, i.e. managers on the same management level.

Not reported before

Female professionals’ average salary in % of men’s average in same category in the Philippines. In certain positions, sailing competence is defined as crucial, and salary level reflects that the main competition for this competense are well-paid sailing positions. The holders of these positions are typically men, due to the pervalence of male seafarers.

Not reported before

Female leaders’ average salary in % of men’s average in same category in the Philippines. In certain positions, sailing competence is defined as crucial, and salary level reflects that the main competition for this competense are well-paid sailing positions. The holders of these positions are typically men, due to the pervalence of male seafarers.

Not reported before

None of our top management is located in the Philippines

Not reported before

Average hours of training per sea-based employee during the reporting period. It does not include drills onboard, CBT training onboard or any other training courses that might be provided onboard. It includes online trianing through LMS or external trianing provider. GRI 404-1, SDG 4

Not reported before

Number of deficiencies received from regional port state control organisations. Average per vessel in the fleet. There is an improvement respect other years due to good safety management. SASB TR-MT-540a.3, SDG 8/14

Number of detentions received from regional port state control organisations. SASB TR-MT-540a.3, SDG 8/14

Disclose the total number of marine casualties in which its fleet was involved. 1.1 A marine casualty is defined, based on the United Nations International Maritime Organization (IMO)’s Code of International Standards and Recommended Practices for a Safety Investigation into a Marine Casualty or Marine Incident Resolution MSC 255(84), paragraph 2.9, chapter 2 of the General provisions, as an event, or sequence of events, that occurs directly in connection with the operations of a ship and results in one or more of the following:
1.1.1 The death of, or serious injury to, a person
1.1.2 The loss of a person from a ship
1.1.3 The loss, presumed loss, or abandonment of a ship
1.1.4 Material damage to a ship
1.1.5 The stranding or disabling of a ship, or the involvement of a ship in a collision
1.1.6 Material damage to marine infrastructure external to a ship, that could seriously endanger the safety of the ship, another ship or an individual
1.1.7 Severe damage to the environment, or the potential for severe damage to the environment, brought about by the damage of a ship or ships.

3 injuries that resulted into repratiation. SASB TR-MT-540a.1, SDG 8

Disclose the percentage of marine casualties classified as very serious marine casualties.
2.1 A very serious marine casualty is defined as a marine casualty involving the total loss of the ship, a death, or severe damage to the environment.
2.2 The percentage shall be calculated as the number of very serious marine casualties divided by the total number of marine casualties.
SASB TR-MT-540a.1, SDG 8

Disclose number of marine casualities that resulted in death. SASB TR-MT-540a.1, SDG 8

Percentage of sick employees. The number of sickness leaves have decreased since the flexible working environment is in place. SDG 8

Number of calls at ports that have the 20 lowest rankings in Transparency International’s Corruption Perception Index. One port call in Corinto, Nicaragua, 1 day. SASB TR-MT-510a.1

Number of incidents where bribes have been requested. SDG 16

This disclosure addresses non-compliance, or failure to comply with, laws and regulations that apply to the organization.This disclosure includes significant instances of non-compliance that resulted in administrative or judicial sanctions and fines that are being appealed during the reporting period.
Non-monetary sanctions can include restrictions imposed by governments, regulatory authorities, or public agencies on the organization’s activities or operations, such as withdrawal of trading licenses or licenses to operate in highly regulated industries. They can also include directives to cease or remediate an unlawful activity. GRI 2-27, SASB TR-MT-510a.2, SDG 16

Fine for exceding allowable sulphur limit in port due to residual fuel contamination.

Ethical guidelines, Anti-Bribey and Corruption policy, Anti-Money Laundering and terror financing policy, Sanctions policy, Guidance on Gifts & Hospitality, Human Rights policy, Anti Trust policy as well as anti bribery and sanction clauses in contracts and training. The Suppliers Code of Conduct describes our policy on what we require from our suppliers. GRI 2-27, SASB TR-MT-510a.2, 16

Our commitment to business ethics is an essential aspect of our sustainability efforts, as it helps us to build trust, respect and credibility with our stakeholders. Ethical guidelines, Anti-Bribey and Corruption policy, Anti-Money Laundering and terror financing policy, Sanctions policy, Guidance on Gifts & Hospitality, Human Rights policy. We are also part of the MACN Group (Maritime Anticorruption Network). During 2022 GMG hold a sanctions policy training as well as a webinar available for all land based employees regarding sanctions in general as well as Russia specific. We also held webinars for increasing awarness about cyber security and about anti-bribery and corrption.

Description on main policies and supply chain management. GRI 205-2, SDG 16

The Grieg Group’s values and Grieg Maritime Group’s Employee Code of Conduct underpin the way we behave and our approach to corporate social responsibility. Together with our Ethical Guidelines and Anti-Bribery and Corruption Policy this set out the principles and standards that must be upheld by each employee, and any representative that acts on our behalf, including our BoD. Through our Supplier Code of Conduct, we demonstrate that we expect no less from our supply chain.
As part of our risk management process, we continuously assess all our operations for risks related to human rights, sanctions, corruption, anti-money laundry and anti-trust behavior, all representing areas where a high awareness level is necessary as most of our operations are carried out internationally, also in less transparent countries. There are also undertakings in our financing agreements requiring strict compliance with laws and ethical business standards. For employees, we have a whistleblower channel where misconduct can be anonymously notified.