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Platts tanker and barge freight assessments reflect the transactable value of chartering a vessel at the following times: Singapore 16:30 – East of Suez Tankers (Clean and Dirty) London 16:30 – West of Suez EMEA Tankers & Barges (Clean and Dirty) Houston 13:30 – West of Suez Americas Tankers (Clean and Dirty) Tanker assessments Dirty tankers are defined as those carrying crude, fuel oil or other “dirty” petroleum products such as vacuum gasoil or dirty condensate. Platts also publishes separate assessments for smaller dirty tankers and barges dedicated to moving just fuel oil. Clean tankers and barges carry light ends such as gasoline or naphtha, or middle distillates such as gasoil and jet fuel. Location: Platts assesses a number of key shipping regions under broad geographic descriptions. A list of those descriptions, and the markets they represent, are as follows: UK Continent: Bilbao to Hamburg, plus southern Sweden and western Norway. Platts typically views the Oresund Bridge, joining Denmark and Sweden, as the eastern extent of this range. Mediterranean: All ports from Gibraltar to Istanbul Baltic: All ports in Russia (Baltic), Latvia, Estonia, Lithuania, Finland (Baltic), Sweden (Baltic), Germany (Baltic) and Poland Black Sea: All ports in the Black Sea Caribbean: Venezuela, northern Colombia, the islands in the Caribbean Sea and Guyana West Coast Central America: All ports from Costa Rica to Guatemala on the Pacific side of the Americas East Coast Canada: Atlantic coast, including the Gulf of St Lawrence US West Coast: Seattle to Los Angeles US Gulf Coast: Pascagoula, Mississippi to Corpus Christi, Texas US Atlantic Coast: Florida to Portland, Maine Persian Gulf: All ports in the Persian Gulf (also known as the Arab Gulf), up to and including the Gulf of Oman Indonesia: All ports in Indonesia South Korea: All ports in South Korea Japan: All ports in Japan China: All ports in China East Coast Australia: All ports in East Coast Australia West Coast Australia: All ports in West Coast Australia South Coast Australia: All ports in South Coast Australia North Coast Australia: All ports in North Coast Australia Red Sea: All ports in the Red Sea East Coast India: All East Coast India ports West Coast India: All West Coast India ports East Africa: From the Horn of Africa to Mozambique West Africa: From Ghana to Namibia South Africa: All ports in South Africa Size and specifications: The tonnage specified in the Platts assessment tables represents the weight of the cargo carried. Platts may normalize freight rates for charters of a different size for assessment purposes, including pro-rating the market rate to the size of the cargo reflected in the assessment. Tanker assessments are based on double-hull vessels up to 15 years of age. Where there is a broadly equal amount of market activity taking place for both well-approved, modern tonnage and TANKER SIZES & LAYCANS Vessel class Typical size Laycans assessed (dwt) (days forward) East of Suez Handysize/MR 25,000-55,000 7-15 LR1 55,000-80,000 7-15 LR2 80,000-120,000 7-21 Aframax 80,000-120,000 10-20 Suezmax 120,000-200,000 10-20 VLCC 160,000-320,000 10-25 West of Suez - EMEA Intermediate 10,000-25,000 5-15 Handy-size/MR* 25,000-55,000 5-15 MR** 25,000-55,000 7-25 LR1 55,000-80,000 7-25 LR2 80,000-120,000 7-25 Panamax 50,000-80,000 7-25 Aframax 80,000-120,000 7-25 Suezmax 120,000-200,000 10-30 VLCC 160,000-320,000 10-35 West of Suez - Americas MR 25,000-55,000 3-10 LR1 55,000-80,000 7-20 Panamax 50,000-80,000 5-20 Aframax 80,000-120,000 5-20 Aframax Lightering*** 500,000 barrels 7-10 Suezmax 120,000-200,000 7-25 VLCC 160,000-320,000 15-45 *For a European voyage. **For voyages from Europe to anywhere else in the world. ***For three-day turnaround with $/day overtime charged for additonal time Specifications Guide Global Freight: July 2022 © 2022 by S&P Global Inc. All rights reserved. 19 older, less approved tonnage in the same market concurrently, Platts assessments will be based on the higher-end quality of the market. The aim is to reflect where the bulk of spot market activity is taking place in each of the routes Platts assesses. Timing: Platts assesses different laycan date ranges according to prevailing regional market practice. Platts reflects fixtures that fall within the typical date ranges in its assessments. Fixtures reported for dates outside of these typical ranges may be normalized to the assessed laycans for assessment purposes. Tanker freight is commonly traded in the spot market as a percentage of Worldscale flat rates or as a “lump-sum” rate. Platts also publishes the equivalent US dollars per metric ton rate for all tanker routes assessed, except for the US Gulf Coast Aframax lump-sum lightering and overtime assessments as well as demurrage assessments across VLCC, Suezmax, Aframax and Medium Range (MR) tanker segments. The lump-sum lightering and overtime assessments are basis 500,000 barrels. Platts assesses time charter equivalents (TCEs) on four Aframax routes in the Mediterranean and North Sea. Platts assessments for four Medium Range tanker voyages from Arab Gulf-East Africa, Arab Gulf-South Africa, Red Sea-East Africa and West Coast India-South Africa are on an all-inclusive basis that incorporates security costs. Worldscale assessments: In markets where freight is traded on a Worldscale basis, Platts publishes freight assessments in “points”, which reflect a percentage of the prevailing Worldscale annual flat rate. For example, if the Worldscale annual flat rate – also known as Worldscale 100 – is set at $10.00 per metric ton for a specific voyage, a Platts assessment of 50 points for that voyage would mean that the class of ship being assessed is being chartered for $5.00 per metric ton of freight on that voyage. The Worldscale flat rates are published each year by the Worldscale Association. From time to time, the Worldscale Association publishes revisions to these flat rates in its circulars. Platts reviews these changes with the industry for possible inclusion into Platts freight calculations. Platts will update the market of any such changes through published subscriber notes. Platts determines the equivalent $/mt freight rate based on a basket of Worldscale flat rates comprising several key routes between the two regions specified in the assessment. For example, the UKC-USGC $/mt assessment for chartering an MR is based on a basket of the following routes: Bilbao-Houston, Amsterdam-Houston and Antwerp-Houston. Platts spot Worldscale assessments are applied to this basket to produce the $/mt assessment. The rates are updated annually, when the Worldscale Association establishes new flat rates for the year. Lump-sum assessments: In some tanker markets, freight is traded and assessed on a US dollar lump-sum basis, reflecting the total cost of chartering a ship of a specified size on a particular voyage. Lump-sum trades typically include harbor dues, port costs and other transportation costs. For routes which are assessed on a lump-sum basis, the $/mt assessment is calculated by dividing the lump-sum total by the size of the cargo assessed. In the Americas, USGC-loading VLCC freight assessments are assessed on a reverse lightering basis, excluding port costs and lightering charges. Replacements: Assessments are based on original vessel fixtures. In the event that a fixture fails and a replacement ship is subsequently fixed, the replacement rate may be normalized to the assessed laycan. Canals: Assessments for voyages which would involve a canal transit, including the Suez Canal and the Panama Canal, include canal fees. Voyages through the Panama Canal also include the Panama Canal Authority’s freshwater surcharge. Singapore demurrage: Dirty Demurrage FOB Singapore assessment reflects the daily lump-sum demurrage rate of dirty Aframax tankers, typically loading an 80,000 mt cargo seven to 15 days forward. Clean Demurrage FOB Singapore assessment reflects the daily lump-sum demurrage rate of clean Medium Range tankers, typically loading a 30,000 mt cargo, as a daily lump-sum rate seven to 15 days forward. Black Sea demurrage: The Turkish Straits demurrage assessment reflects the daily lump-sum demurrage rate of dirty Aframax tankers, typically loading an 80,000 mt cargo seven to 21 days forward. It also reflects the daily lump-sum demurrage rate of dirty Suezmax tankers, typically loading a 135,000 mt cargo seven to 21 days forward. North Sea demurrage: The North Sea demurrage assessment reflects the daily lump-sum demurrage rate of dirty Aframax tankers, typically loading an 80,000 mt cargo seven to 21 days forward. Mediterranean demurrage: The Mediterranean demurrage assessment reflects the daily lump-sum demurrage rate of dirty Aframax tankers, typically loading an 80,000 mt cargo seven to 21 days forward. Americas demurrage: The VLCC USGC-China assessment reflects the daily lump-sum demurrage for a VLCC typically loading 270,000 mt cargo 15 to 45 days forward. The VLCC Brazil-China assessment reflects the daily lump-sum demurrage for a VLCC typically loading 270,000 mt cargo 15 to 45 days forward. The USGC Suezmax assessment reflects the daily lump-sum demurrage for a Suezmax typically loading 130,000 mt cargo seven to 25 days forward. Specifications Guide Global Freight: July 2022 © 2022 by S&P Global Inc. All rights reserved. 20 The USGC Aframax assessment reflects the daily lump-sum demurrage for an Aframax typically loading 70,000 mt cargo five to 20 days forward. The USGC Clean MR assessment reflects the daily lump-sum demurrage rate for standard voyages on Medium Range clean tankers loading on the US Gulf Coast, typically 38,000 mt cargo loading three to 10 days forward. Turkish Straits delays: The Turkish Straits delays assessment reflects the waiting time for vessels over 200m LOA passing the Bosporus and Dardanelles straits northbound and southbound. ECA charges: The additional costs of complying with ECA regulations are included within the Worldscale flat rates. These costs are calculated by Worldscale using a breakdown of voyage distances within and outside the ECA. IMO 2020: The additional costs associated with the International Maritime Organization’s move to lower sulfur fuel standards are included within the Worldscale flat rates. Lower costs associated with using higher sulfur fuel are not incorporated within the Platts Worldscale assessments. Tanker Time Charter Equivalents (TCEs) Platts publishes daily spot market Time Charter Equivalents for four Aframax routes in the EMEA shipping market. Each TCE assessment reflects the $/day pricing derived from the respective Worldscale rates published by Platts. TCEs are calculated using bunker prices published by Platts. Platts assesses TCEs for scrubber-fitted and non-scrubber ships and provides an additional breakdown for each of these assessments based on daily bunker costs, bunker costs from one week prior, and bunker costs from two weeks prior. The port charges, vessel speed and consumption used in the TCE calculation are arrived at by extensive market survey and reflect market practices. Barge assessments Platts publishes daily assessments for European dirty barge routes from Rotterdam to destinations in the AntwerpRotterdam-Amsterdam (ARA) area. These assessments are published in US dollars per metric ton. Size: The tonnage reflected is 4kt. Platts may consider charters of a similar size for assessment purposes, but these will be normalized to the assessed size. Timing: Barge assessments reflect charters for journeys two to seven days forward from the date of publication.