The European Union’s Emission Trading System (EU ETS) will include shipping from 1 January 2024. We spoke to Verifavia to better understand the implications the EU ETS could have when purchasing a second-hand vessel.As we reported in our earlier article EU Agrees Emission Trading System for Shipping, the new amendments to the EU ETS will enter into force on 5 June 2023, but for shipping, the requirements will start from 1 January 2024, with the deadline for surrendering allowances (EUA) extended to 30 September.One area of concern raised by a number of our members regards to the impact of the EU ETS on the sale and purchase of vessels. We spoke to Verifavia, an approved verifier for the EU MRV Regulation, to better understand these potential implications. It is the verified emissions reported under the EU MRV Regulation that are used to ascertain the shipping company’s liability for surrendering allowances under the EU ETS.Q: The responsibility for compliance with the EU ETS lies with the ‘shipping company’; with the European Commission publishing a list of these shipping companies by no later than 1 February 2024. Do you understand this to be the vessel’s Document of Compliance holder under the ISM Code, which is most likely to be the ship manager?VERIFAVIA: Yes, the shipping company can be the shipowner, manager, or bareboat charterer who is responsible for the operation of the ship. On assuming such responsibility, they agree to take over all the duties and responsibilities imposed by the ISM Code. The European Commission’s list of administering authorities will include the companies who have called EU/EEA ports at least once in the last four years.Q: If a ship, which is subject to the EU ETS having traded within the EU during 2024 and the first part of 2025, is sold on 30 April 2025, which ‘shipping company’ is responsible for the monitoring, reporting and verification of the emissions and for the surrendering of the EU Allowances (EUAs) during 2025?VERIFAVIA: The shipping company responsible at the end of the reporting year must ensure submission of the EU MRV emissions report on THETIS for the entire reporting period, even if the ship was previously operated by a different entity. Therefore, the new ship operator should promptly seek an ‘interim verified emission report’ from the former operator.However, the responsibility for the surrendering of EU Allowances corresponding to the emissions within the ‘interim period’ remains with the shipping company that operated the ship during that period.So, taking the example of a vessel sold on 30 April 2025:Shipping Company “A” would be responsible for surrendering the allowances for the period of 2024 and from 1 January 2025 up to the time of the sale on 30 April 2025.Shipping Company “B” would be responsible to surrender the allowances for the period from the time of the sale (30 April 2025) till the end of the reporting year.Q: Using the hypothetical sale/purchase above, if Shipping Company “A” failed to surrender the required allowances for the 2024 period and for the period in 2025 up to 30 April 2025, it would be a failure for two consecutive periods. This may not be discovered until September 2026 after the ship had been sold. Could this ship then be penalised and face expulsion from an EU port?VERIFAVIA: Shipping companies that fail to surrender their allowances will be liable to pay a penalty of €100 per tonne CO2 equivalent, in addition to the mandatory surrendering of these allowances. If the shipping company fails to comply with the obligations of surrendering of allowances for two consecutive years, the administering EU member state may deny entry to the ships operated by the company.The EU Commission will not take any action until 2026 on the failure to surrender. But we consider it unlikely that the ship will be expelled, as the expulsion order will apply to the previous shipping company. As such we hope the new operator will not have to pay if the former shipping