Refers to: Ship-owners, Operators, Masters and Managers of PHRS certified vessels
Effective Dates: N/A
EMSA has released a new set of video tutorials designed specifically to help shipping companies meet the requirements of the FuelEU Maritime regulation and navigate the THETIS-MRV platform with ease.
The following three step-by-step videos are now available:
- Report Voyage and Port Emissions
Guidance on correctly reporting voyage data and associated port emissions.
- Split Voyages
Instructions on how to manage and report voyages that need to be divided within the system.
- FuelEU Maritime Report Creation and Submission
A comprehensive walkthrough on preparing and submitting the annual FuelEU Maritime report.
These tutorials can be accessed directly through the dedicated THETIS-MRV tutorial page for companies and form part of EMSA’s ongoing efforts to support shipping companies in fulfilling their reporting obligations efficiently and accurately.
In addition, EMSA — in collaboration with the European Commission’s Directorate-General for Mobility and Transport — has produced a series of FuelEU Maritime webinars, which are available for replay on EMSA’s YouTube channel. These webinars offer further insights into the regulation and its implementation.
These new resources provide shipping companies with practical, user-friendly guidance to support compliance and streamline reporting processes.
Refers to: Ship-owners, Operators, Masters and Managers of PHRS certified vessels
Effective Dates: N/A
The purpose of this NL is to inform all interested parties about Liberia’s Marine Advisory 36/2025 (available here) aiming to alert Ship-owners, Operators, Masters and Engine department personnel of very serious marine casualties involving Liberian-flagged vessels, specifically related to improper securing of heavy engine spares and inadequate engine room heavy weather preparedness.
Objectives:
- Raise Awareness of the hazards and failures that contributed to these incidents.
- Promote Accountability by emphasizing the responsibility of companies to investigate all casualties, incidents, and near misses thoroughly and implement corrective and preventive measures fleet-wide.
- Ensure Compliance with Liberian Maritime Law (RLM-107), Regulations (RLM-108), and IMO requirements, including the ISM Code and MSC-MEPC.2/Circ.3 guidelines.
- Guide Investigations by directing companies to follow international standards and best practices for casualty investigation and hazard mitigation.
- Set Expectations for Reporting by clarifying that formal reports must include all evidence, statements, supporting documentation, and conclusions.
- Encourage Cooperation with the Liberian Administration’s investigation process to ensure transparency and timely corrective action.
- Prevent Future Casualties by fostering a proactive safety culture, improving operational discipline, and enforcing robust securing of heavy engine spares and heavy weather protocols across the fleet.
Marine Casualties Summaries - Background:
The Administration has identified two very serious marine casualties involving unsecured cylinder heads under the same Company:
A. First Case - Fatal Injury:
A crew member died from excessive bleeding after being struck by a cylinder head in the engine room during rough weather. Emergency medical assistance was coordinated, but the crew members were unable to provide effective first aid.
B. Second Case - Vessel Grounding and Total Loss:
A blackout occurred when a cylinder head in the engine room struck the generator’s fuel system. Three crew members sustained injuries. The vessel team was unable to restore the power. The vessel lost propulsion, grounded with cargo and consumables onboard, and was declared a total loss due to hull damage.
Key Safety Failures Identified:
- Both incidents demonstrate a failure to investigate and implement corrective and preventive actions after the first casualty, leading to reoccurrence.
- Improper securing heavy spares using belts/ropes instead of permanent arrangements.
- Absence of engine room heavy weather checklist; risk assessments not accounting for unsecured spares.
- Inadequate emergency preparedness and poor communication between the bridge and the engine room.
Requirements:
1.Reporting
- Submit reports to the Administration along with the completed forms RLM-109 and RLM 109-1 according to the Liberian Regulations, Law, and the Marine Operations Notes requirements.
- The formal investigation reports submitted by companies must include, but not be limited to:
- All evidence, including photographs, logs, and technical data.
- Statements from crew members, witnesses, and relevant personnel.
- Supporting documents, such as medical logs, maintenance records, and training certificates.
- A clear conclusion based on analysis of the facts and identification of root causes.
- Include corrective and preventive actions taken or planned to prevent reoccurrence.
2. Cooperation
- Provide timely access to vessel records, crew interviews, and voyage data.
- Fully cooperate with Liberian Administration investigations .
3. Timely Investigation:
- Conduct a thorough internal investigation into marine casualties, incidents, and any related near misses.
- Identify root causes, contributing factors, and systemic failures, IMO Guidelines – Appendix 7 of MSC-MEPC.2/Circ.3.
4. Review and Amend Safety Procedures:
- Enforce robust securing arrangements for heavy spares (steel bars, welded brackets, chains).
- Update SMS to include engine room heavy weather checklist and blackout mitigation protocols.
5. Enhance Crew Training:
- Train engine department team on proper securing techniques and hazard identification.
- Conduct drills for emergency coordination between bridge and engine room.
6. Improve Supervisory Oversight:
- Require verification of securing arrangements by Chief Engineer and Master before heavy weather.
- Implement superintendent audits for compliance.
7. Strengthening Communication Protocols:
- Establish clear reporting lines between vessel(s) and the Company during adverse conditions.
8. Fleet-wide Awareness:
- Issue safety alerts referencing the referred casualties.
- Include lessons learned in pre-joining safety briefings and Company training platforms.
- Conduct fleet-wide audits of securing arrangements and heavy weather preparedness.
The Administration emphasizes the importance of investigating marine casualties and implementing corrective and preventive measures, which are core responsibilities of every Company operating under the Liberian Flag.
The sources mentioned in the above text are available in the links listed below.
- Health and safety protection, accident prevention, medical care, welfare and social security protection of seafarers - MLC-005.
- IMO Guidelines – Appendix 7 of MSC-MEPC.2/Circ.3.
- Liberian Maritime Law – RLM-107, Articles 257 and 258.
- Liberian Maritime Regulations – RLM-108, Regulation 9.257, 9.258.
- Requirements for Marine Investigations and Hearings - RLM-260.
For more information, please contact the Investigations Department at investigations@liscr.com.
Refers to: Ship-owners, Operators, Masters and Managers of PHRS certified vessels
Effective Dates: N/A
The purpose of this Marine Advisory is to draw the attention of ship-owners, operators, inspectors, masters and crew to the most common MARPOL Annex VI deficiencies raised during Port State Control (PSC) inspections of Liberian flagged vessels.
From the PSC reports, the Administration has compiled a list of most common MARPOL Annex VI deficiencies and has included in the table below Guidance to avoid these deficiencies:
Technical files and if applicable, monitoring manual
(MARPOL Annex VI/Reg. 13)
- Each diesel engine which is certified to NOx Tier I, II or III must be issued an Engine International Air Pollution Prevention (EIAPP) Certificate and a NOx Technical File approved by the vessel’s RO on behalf of the Administration. The EIAPP and TF are to be maintained on board the vessel.
- The lMO ID number of fuel injection nozzles and other spare parts are to match those in the NOx technical file,
- If an engine uses the Direct Measurement and Monitoring method, this is to be documented in an Onboard Monitoring Manual, approved by the vessel’s RO on behalf of the Administration.
- Refer to Liberia MN POL-009/Applicability, Section 7.0 and 12.2.13.
Record book of engine parameters
(MARPOL Annex VI/Reg. 13 and NOx Technical Code/6.2.2.7))
A ship equipped with a marine diesel engine required to undergo an Engine Parameter Check method shall maintain on board:
1. A Record Book of Engine Parameters;
2. An engine parameter list of an engine’s designated components and settings and/or the documentation of an engine’s load-dependent operating values approved by the Administration; and
3. Technical documentation of engine component modification when such a modification is made to any of the engine’s designated engine components.
Record book of engine parameters (NOx Technical Code/6.2.2.8)
- A record of the component identification numbers of engine parts that affect NOx emissions shall be made in the "Record book of engine parameters" and ensure they match the official "NOx Technical File" and "EIAPP Certificate". Key components include fuel injectors, pumps, camshafts, charge air coolers, pistons, and turbochargers, all of which need to be logged with their original and replacement ID numbers when a change is made.
Approved method
(MARPOL Annex VI/Reg. 13.7.1 to 13.7.5)
- A marine diesel engine with a power output of more than 5,000 kW and a per cylinder displacement at or 90 L installed on a ship constructed on or after 1 January 1990 but prior to 1 January 2000 shall comply with the Tier I emission limits standards, provided that an approved method for the engine has been certified by an Administration of a Party and notification of such certification has been made to IMO. Section 2.2.1 of a vessel’s IAPP Supplement is to be completed appropriate depending of the ship-specific application of this regulation.
Refer to Liberia MN POL-009/12.2.6 to 12.2.8.
Exhaust Gas Recirculation (EGR)
(MARPOL Annex VI/Reg. 13)
Ships equipped with EGR to comply with NOx levels shall:
1. Meet the EGR bleed-off water discharge standards
2. Have on board a manual for EGR bleed-off discharge system and EGR Record Book approved by the RO on behalf of the Administration
3. Have on board certificates of type approval and operating and maintenance manuals of oil content meters (15 ppm alarm)
Refer to Liberia MN POL-009/12.2.9.
EGR or Selective Catalytic Reduction (SCR)
(MARPOL Annex VI/Reg. 13)
- Ships installed with EGR or SCR and unable to comply with relevant NOx Tier III levels prior to entering a NOx ECA shall immediately notify the relevant coastal State(s) and the Administration.
Refer to Liberia MN POL-009/12.2.9 and 12.2.10.
Diesel engine air pollution control (MARPOL Annex VI/reg. 13.6)
- The tier and on/off status of marine diesel engines installed on board a ship which are certified to both Tier II and Tier III or which are certified to Tier II only shall be recorded in the engineering log book or electronic record book approved by the Administration, suitable for that purpose at entry into and exit from an emission control area designated under regulation 13.6 of MARPOL Annex VI, or when the on/off status changes within such an area, together with the date, time and position of the ship.
Refer to MN POL-009/12.2.5.
Fuel Sulphur Content and Fuel Oil change-over procedure and SOx Records
(MARPOL Annex VI/Reg. 14)
- The Sulphur content of any fuel oil carried for use on board a ship when operating outside a designated Sox ECA shall not exceed 0.50% m/m.
- The Sulphur content of any fuel oil used on board ships when operating within a designated Sox ECA shall not exceed 0.10% m/m. Current ECA’s are North American, United States Caribbean Sea, the Baltic Sea, the North Sea, and the Mediterranean Sea, and on 01 March 2026, the Canadian Arctic and the Norwegian Sea.
- The maximum Sulphur content of marine fuels for use while at berth in EU ports is 0.10% m/m.
- Vessels using separate fuel oils when entering or leaving an ECA must carry a written procedure showing how the fuel oil change-over procedure will be done, allowing sufficient time for the fuel oil service system to be fully flushed of all fuel oils exceeding the applicable Sulphur content prior to entry into an ECA. The use of a “fuel oil change over calculator” is one way of ensuring the change-over is done in time. Refer to Liberia MN POL-009/12.3.8.
- The volume of low Sulphur fuel oils in each tank as well as the date, time, and position of the ship when any fuel-oil-change-over operation is completed prior to the entry into an ECA or commenced after exit from such an area, shall be recorded in the engineering log book or in a record book or log book in electronic format (electronic record book) approved by the Administration. (The Administration’s Marine Sulphur Record Book may also be used for this purpose.)
Alternative arrangements (SOx) - EGCS
(MARPOL Annex VI/Reg. 14)
- An exhaust gas cleaning system (EGCS) used as an equivalent or alternative arrangement to achieve the relevant Sulphur limit must be approved by the Administration. Refer to POL-009/12.3.9 and 12.3.10.
- Ships operating with an EGCS shall have on board an EGCS record book approved by the vessel’s RO on behalf of the Administration.
Incinerator, including operations and operating manual
(MARPOL Annex VI/Reg. 16)
- Shipboard incinerators are to be approved by the vessel’s RO on behalf of the Administration and issued a Type Approval certificate. Refer to Liberia MN POL-009/12.3.8.
- Incinerators are to be provided with a manufacturer’s operating manual which is to be retained on board the vessel and which specifies how to operate the incinerator within its applicable limits.
It is recommended that shipowners, operators, masters and crew inspect their vessels to ensure that these deficiencies are not present on board their vessels and if it is found that one or more exist, to resolve this as quickly as possible, using the noted references and other guidance.
For more information, please refer to the links below.
- Appendix 18 of the Procedures for Port State Control, 2023, IMO Assembly Resolution A.1185(33)
- Paris MOU PSCC Instruction 58/2025/16 Guidelines On MARPOL ANNEX VI
- Marine Notice POL-009
If you have any questions or concerns, please contact the Regulations and Standards Department at RegsAndStandards@liscr.com.
Refers to: Ship-owners, Operators, Masters and Managers of PHRS certified vessels
Effective Dates: N/A
As the reporting cycle for 2025 emissions approaches, it is essential for all operators to prepare for the upcoming verification milestones. To support timely compliance and ensure that PHRS can complete verification activities without delay, please review the key actions and deadlines outlined below.
This update covers requirements under:
- FuelEU Maritime (FuelEU)
- EU Monitoring, Reporting and Verification (EU MRV)
- EU Emissions Trading System (EU ETS)
- IMO Data Collection System (DCS) & Carbon Intensity Indicator (CII)
Key Submission Deadlines
FuelEU
- 31 January 2026 – Submission of the ship-specific FuelEU report to the accredited verifier.
- 31 March 2026 – Completion of verification.
- 30 April 2026 – Verified FuelEU data must be confirmed in THETIS, including any applicable flexibility mechanism records.
Refer to the FuelEU Timetable for a complete overview of compliance milestones, including issuance of the Document of Compliance and payment of any penalties.
EU MRV
- 31 March 2026 – Ship-level and company-level emissions data must be submitted to THETIS and verified.
Note: Some Administering Authorities may request verified data earlier, but not before 28 February 2026.
EU ETS
- 31 March 2026 – Verified company emissions data (as reported in THETIS under EU MRV) must be entered into the Union Registry via the Maritime Operator Holding Account (MOHA) and validated by the Administering Authority.
- If data is not submitted by 1 April 2026, the MOHA will be blocked.
If a company no longer falls within EU ETS scope (e.g., no EU/EEA port calls in the reporting year), it may request that its MOHA be designated as “excluded.”
IMO DCS & CII
- 31 March 2026 – Submission of annual emissions data.
- 31 May 2026 – Verification completed and Statement of Compliance issued on behalf of the Administration.
- 30 June 2026 – Verified data submitted to the IMO GISIS system by the verifier.
NL 341/25 | | Updated Requirements for Material Declaration (MD) of Cybutryne in Products
Refers to: Ship-owners, Operators, Masters and Managers of PHRS certified vessels
Effective Dates: 26 June 2025
This newsletter provides guidance to suppliers, shipyards, and ship-owners regarding the updated requirements for Material Declarations (MDs) confirming the presence or absence of cybutryne in products supplied for ship construction and maintenance. As of 26 June 2025, the threshold level for cybutryne has been revised to 200 mg/kg, and all declarations must follow the updated IMO-mandated format.
Cybutryne (CAS No. 28159-98-0) was added to the list of controlled substances under the International Convention on the Control of Harmful Anti-Fouling Systems on Ships (AFS Convention). The IMO has mandated that suppliers declare whether cybutryne is present in any product delivered for installation onboard ships.
The latest amendments require the use of the updated material declaration format contained in Appendix 6 of Resolution MEPC.379(80), as amended by MEPC.405(83). This format must be applied to all MDs issued after 26 June 2025. MDs submitted in the outdated format will be considered non-compliant.
Therefore, a new MD in the updated format, reflecting the 200 mg/kg threshold for cybutryne, is required when new coating is supplied after 26 June 2025.
Material Declaration (MD) in accordance with Resolution MEPC.379(80) as amended by MEPC.405(83), shall be required for submission at each International Anti-Fouling System (IAFS) renewal survey and each Inventory of Hazardous Materials (IHM) survey.
PHRS Technical Circular TC 302/25 is relevant, and available via PHRS public access point on https://eapp.phrs.gr/Home/Publications .
Additional information can be found here:
NL 340/25 | Liberia Marine Advisory: 25/2025 - Intra North Sea Ballast Water Contingency and Compliance Area
Refers to: Ship-owners, Operators, Masters and Managers of PHRS certified vessels
Effective Dates: 08 September 2025
The purpose of this Marine Advisory, issued by the Liberian Registry is to draw your attention to the OSPAR 25/14/01, Annex 10 “Intra North Sea Ballast Water Contingency and Compliance Area in accordance with BWM.2/Circ.62 and MEPC.387(81)”.
Background
In June 2025, the OSPAR Commission approved an "Intra North Sea Ballast Water Contingency Area" for ships to conduct ballast water exchange and treatment. This document was referenced as "OSPAR 25/14/01, Annex 10", wherein the North Sea States Belgium, Denmark, Germany, Norway, the Netherlands, Sweden and the United Kingdom have decided to establish an Intra North Sea Ballast Water Contingency Area for the purpose of Ballast Water Exchange plus Treatment in accordance with BWM.2/Circ.62 and MEPC.387(81). This Contingency Area became applicable on 27 June 2025 and will expire on 26 June 2030, unless extended by the aforementioned States. The map and coordinates of the Contingency Area are subject to review on a yearly basis, as appropriate.
Scope of Application
The Intra North Sea Ballast Water Contingency Area is shown on the map in Annex 1, with coordinates listed in Annex 2, of OSPAR 25/14/01, Annex 10 (reference a). Contingency measures are not allowed within 2 nautical miles of offshore structures such as windmills. Additional conditions are outlined in paragraph 9 of OSPAR 25/14/01, Annex 10.
OSPAR 25/14/01, Annex 10 applies to ships that:
- According to Regulation B-3 must comply with the standard according to Regulation D-2
- Are on a voyage between two different North Sea ports
- Are facing a contingency situation according to BWM.2/Circ.62 or are in challenging water quality according to MEPC.387(81)
- Have integrated the Interim Guidance MEPC.387(81) in their approved BWMP and implemented the procedures therein on board.
Prerequisites for the use of the Ballast Water Contingency Area in the North Sea
A ship may only use the Ballast Water Contingency Area in the North Sea for an exchange using the BWMS (Ballast Water Exchange plus Treatment) under the following conditions:
- Corrective action notification to the port state of the arrival port (BWM.2/Circ.62, paragraph 3)
- Consideration of alternative discharge (BWM.2/Circ.62, paragraph 3.2)
- Crew response to operational issues
- Alarm assessment
- Contamination minimization measures
- Pre-emptive bypass agreement
Appropriate entries shall be made in the BWRB in each individual case.
Bypassing the BWMS
After a bypass agreed with the port State, the ship should carry out a decontamination procedure within the coordinates of the Intra North Sea Ballast Water Contingency Area, as described in Appendix 1 of MEPC.387(81) within the shortest possible distance within waters under the jurisdiction of the Port State in which the BWMS was bypassed to minimize the risk of the transfer of Harmful Organisms and Pathogens.
Map of the Intra North Sea Ballast Water Contingency Area
The contingency measures described in OSPAR 25/14/01, Annex 10 may be carried out in the area depicted in green in Annex 1, if the requirements of paragraphs 3 to 8 of OSPAR 25/14/01, Annex 10 are fully met. Carrying out contingency measures outside of the green areas is not allowed. Within the green area, a biosafety distance of 2 nm from all offshore structures should be maintained when conducting BWE+BWT. In addition, the normal navigational practices should be followed and the regulations regarding areas otherwise restricted (military exercise areas, aquaculture areas etc.) and VTS should be observed with due diligence. Furthermore, Marine Protected Areas are also excluded, and therefore, contingency measures may not be carried out in these areas. The Guidance documents relative to these areas should be consulted before commencing these operations.
Please find references for the text above in the following links:
- OSPAR 25/14/01, Annex 10
- BWM.2/Circ.62 - Guidance on Contingency Measures under the BWM Convention
- Resolution MEPC.387(81) - Interim Guidance on operating in challenging water quality conditions
- Marine Notice POL-014
For more information on this Marine Advisory, please contact the Regulations and Standards department at regsandstandards@liscr.com.
Refers to: Ship-owners, Operators, Masters and Managers of PHRS certified vessels
Effective Dates: N/A
The Liberian Administration has issued updates to Marine Notice POL-009 on the implementation of the 2021 Revised MARPOL Annex VI. Key amendments are summarized below:
• NOx Technical Code: Section 1.29.3 updated to reflect Resolution MEPC.397(83).
• EEDI Survey & Certification: Sections 4.2.1 and 4.3 now reference MEPC.1/Circ.855 (as amended) and the 2022 EEDI Guidelines (Resolution MEPC.403(83)).
• Early Implementation: Section 12.2.24 allows early application of Resolution MEPC.398(83).
• SCR Systems: New Section 12.2.10 inserted, addressing Selective Catalytic Reduction (SCR) requirements.
• Biofuels: Section 14.2 amended to align with new instructions on biofuel use.
• Flashpoint Reporting: Section 14.9.3 revised to include Resolution MSC.520(106) obligations where oil fuel fails minimum flashpoint standards.
• SEEMP Compliance: Annex IV (SEEMP Part II) and Annex V (SEEMP Part III) revised in line with the latest SEEMP Guidelines.
Action for Ship-owners & Operators
Ensure your vessels are updated in line with these regulatory changes, particularly regarding NOx certification, SCR installations, and fuel compliance reporting.
Additional information can be found here
NL 338/25 | Maritime Cook Islands Circular 321: Implementation of Fit and Proper Person Requirements
Refers to: Ship-owners, Operators, Masters and Managers of PHRS certified vessels
Effective Dates: 1/11/2025
The Maritime Cook Islands (MCI) has announced that, effective 1 November 2025, a “Fit and Proper Person” process will be implemented for all applicants seeking Cook Islands maritime documents, in accordance with the Maritime Transport Act 2008.
This process applies to all applicants for CoCs, CoPs, Endorsement of Recognition Certificates, and Seaman’s Discharge Books.
All applications for these documents must include:
• Fully completed, signed, and dated Fit and Proper Person process
• Police Report
More details and forms are available below:
Fit and Proper Person Guidelines
Additional information can be found here.
Refers to: Ship-owners, Operators, Masters and Managers of PHRS certified vessels
Effective Dates: 5/11/2025
The Liberian Maritime Authority has issued Marine Notice SAF-020 (Rev. 10/25) to provide guidance for compliance with the new SOLAS regulation II-1/3-13, adopted through IMO Resolution MSC.532(107). The regulation, effective 1 January 2026, introduces mandatory requirements for design, construction, testing, maintenance, and certification of lifting appliances and anchor handling winches.
Applies to all lifting appliances, anchor handling winches, and associated loose gear installed on or after 1 January 2026. Existing equipment must undergo testing and examination at the first renewal survey after that date.
Liberia has delegated certification and survey responsibilities for lifting appliances and anchor handling winches to its Authorized ROs.
- New installations must be load tested and thoroughly examined before first use.
- Existing units must be tested by the first renewal survey post-2026.
- Periodic testing and thorough examination must align with HSSC survey intervals.
Owners must ensure ongoing maintenance, inspection, and operational testing in accordance with manufacturers’ recommendations, RO rules, and IMO guidelines.
Additional information is available at SAF-020.
Refers to: Ship-owners, Operators, Masters and Managers of PHRS certified vessels
Effective Dates: 28/10/2025
The Liberian Maritime Authority (LISCR) has issued Marine Advisory 32/2025 following two serious marine casualties involving crew members during tug line operations on Liberian-flagged vessels. Both incidents resulted in severe leg injuries due to improper line handling, lack of supervision, and communication failures.
Key Findings:
- Crew stood too close to tensioned lines.
- Supervising officers participated directly in line handling rather than overseeing.
- Poor communication between deck and bridge teams and with tug operators.
Recommended Actions:
- Review and Update Procedures
- Enhance Crew Training
- Improve Supervision and Communication
- Fleet-Wide Awareness
These incidents underscore the importance of procedural discipline and effective communication during tug operations.
Further information: The full advisory is available at MA 32/2025