NNPC

Author: nlnnpc-mashinaki

  • NNPC Ballast Water

    NNPC Ballast Water

    [vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”11275″ size=”full”][us_separator size=”custom” height=”30px”][vc_column_text]This publication elaborates on a number of relatively simple measures aimed at preventing cargo damages, caused – directly or indirectly –by contamination with ballast water.

    The requirements of IMO for ballasting and deballasting are not taken into consideration in this publication.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

    Why ballasting?

    It regularly occurs that in order to load the next cargo a ship first has to sail to another port. The ship sails empty with limited draft and a large trim astern due to the heavy machineries aft. Limited draft and large trim lead to:

    • decreased power in propulsion because the propeller will only be partly submerged, especially during rough weather;
    • no or limited steering capacity;
    • considerable influence of the wind on the ship due to the limited draft and much surface above the water line,

    and taking in ballast water can reduce these effects.
    Besides sailing an empty vessel there are various other reasons to take ballast water, such as:

    • a change of trim;
    • to intervene in case of a list when loading/discharging heavy cargoes;
    • to influence stability;
    • to limit stress in a vessel;
    • to correct weight increase of deck cargoes that can absorb moisture (sawn timber);
    • to correct the consumption of fuel and fresh water during the sea voyage, or
    • to act as insulation for temperature and water sensitive cargoes.

    In order to take, store and discharge ballast water the following facilities are installed in vessels: tanks, piping/ lines, valves, pumps and systems to measure water quantities in the tanks.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

    Damages related to ballast water

    Cargo damages caused by leaking ballast water are usually serious, especially if the ballast tanks are filled with seawater. Often the cargo has been in contact with (sea)water for an extended period of time and it is not always possible to take mitigating measures immediately

    The most prevailing causes of damage are:

    1. During ballasting/deballasting operations water flows through the combined ballast/bilge lines to the bilges, flows into the holds and comes into contact with the cargo.
    2. Ballast water enters the hold(s) through leaking ballast tanks and/or leaking manhole covers.
    3. Ballast water enters the hold(s) as a consequence of damage to the tanks caused by the stevedores during loading/discharging operations.
    4. Filling the ballast tanks with relatively cold outboard water results in the formation of condensation.

    [/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

    1 Water in de holds through the bilges

    Generally at least 3 valves are fitted in the bilge lines between each bilge in the hold and the outboard (harbour) water. A non-return valve in or close to the bilge itself, a section valve of the bilge and a main valve after the pump and/or between the ballast and bilge lines. In almost all vessels the ballast and bilge lines are combined and placed in the engine room.

    All bilge valves should always be closed, unless used for pumping and/or testing.

    The bilge system is actively used after washing the holds. The washing water is pumped out of the holds through the bilges and bilge lines and all bilge valves are open. In practice often
    the bilge valves are not closed after pumping. This may be caused by the fact that the washing of the holds and all loading/discharging operations are carried out by deck officers and the pumping and opening and closing of valves is carried out by personnel in the engine room. Possibly the nonreturn valves in the bilges are trusted to be tight but these valves cannot fully be trusted and are no guarantee that water will not enter the holds.

    We recommend a fixed procedure for the opening, testing and closing of the valves of the bilge system with a clear division of responsibilities between deck personnel and engine room personnel including a check point at the end of the operations, to make sure that thanks to this procedure the closing (and being closed) of the bilge valves is done in a controlled manner.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

    2. Ballast water in the holds through leaking ballast tanks en or manhole covers

    The possibility exists that a ballast tank has a leak without same being noticed. Examples are cracks between the tanks and the holds, leaking rubbers of manhole covers and/or old – unnoticed – stevedore damages. Also shifting cargo can damage the plating of ballast tanks during periods of bad weather. Also bilge lines that are running through ballast tanks can be damaged, corroded and/or holed, allowing ballast water to enter the holds through these lines and possibly non functioning valves. Through these unnoticed damages ballast water can enter the hold(s) during the ballast operations. In order to prevent damage to the cargo in these cases we advise to always keep the water level in the ballast tanks below the lowest cargo level in case ballast tanks are adjacent to cargo holds and to keep the ballast tanks above tanktop level empty. Practically this means that tanks should be filled up to tanktop level only. If and when it is necessary to fill the ballast tanks to higher levels the ballast tanks and bilge wells should be sounded at least once and preferably twice per day. When the holds are empty, fill the ballast tanks regularly to check the tanks on leakages.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_row_inner][vc_column_inner width=”1/3″][us_image image=”11291″ size=”full”][/vc_column_inner][vc_column_inner width=”2/3″][vc_column_text]

    3. Water in the holds due to damages caused by stevedores during loading/discharging operations

    Stevedores use relatively big and heavy grabs to load and discharge bulk cargoes, the movements of which are difficult to control, especially in the case of floating cranes. This frequently results in damages to ballast tanks. The same occurs if bulldozers are used during the discharge operations to collect cargo. Due to the heavy weight, the enormous forces and the sharp edges of their blades it frequently occurs that ballast tanks are holed. When ballast tanks are (partly) filled, large quantities of water may enter the cargo holds.[/vc_column_text][/vc_column_inner][/vc_row_inner][us_separator size=”custom” height=”30px”][vc_column_text]We would advice to keep the ballast tanks adjacent to the cargo holds empty during the discharging operations. Generally, there should be sufficient time to take ballast at the end of the discharging operations. If ballasting is required before the end of discharging, in connection with stress, air draft, trim or list, first ballast up to the tanktop level under the cargo holds and in the tanks that are not adjacent to the cargo holds such as fore- and aft peak tanks. If the ballasted quantity is not sufficient, continue with ballasting in ballast tanks next to the cargo hold where the cargo is already discharged. If the fore part of the hold is discharged, the ballast tanks adjacent to this part of the hold can be ballasted as well. Ballast the other tanks only if this cannot be avoided but always keep an eye on the risks and never ballast out of habit.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

    4. Condensation damage due to ballast water

    If the cargo hold is filled with relatively warm cargo and the ballast tanks are filled with relatively cold water condensation will occur on the steel plating of the tanktop and the side plating of the tanks. Condensation can cause serious damage to the cargo. The general advice is not to ballast cold outside water whilst (relatively warm and) moisture – sensitive cargo is still present in the hold. If it is known in advance that ballast water has to be taken in during discharging due to airdraft or stress or other matters, try to ballast during the voyage with relative warm water up to tanktop level. If this is not possible, take ballast water in tanks outside the cargo zones.[/vc_column_text][us_separator size=”custom” height=”30px”][us_message css=”%7B%22default%22%3A%7B%22font-size%22%3A%2222px%22%7D%7D”]Ballast purposely and ballast consciously.[/us_message][vc_column_text]Based on the above mentioned we have tried to make clear that ballast water and cargo are a dangerous combination. Preferably no ballast water should be taken in whilst cargo is still on board. If nevertheless ballast water has to be taken in, ballast in tanks not adjacent to cargo holds. Even so, if ballast tanks next to the cargo hold have to be filled, keep the ballast water level below the cargo level.

    With this publication we hope to reduce the number of cargo claims related to ballast water. Please contact the NNPC staff in case there are any questions.[/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

  • Earthquake in Turkey

    Earthquake in Turkey

    Dear Members,

    As a result of the recent earthquakes in Turkey, we are advised that all ports in the Iskenderun and Adana region are currently closed. Turkish ports located outside this area are operational but may experience disruptions due to rerouting of cargoes originally destined for the affected ports.

    For shipments underway to Turkish ports (in particular South Turkey) we recommend our Members to liaise with their local agent in order to obtain an current update on port operations prior to arrival of the vessel .

    We will keep you updated of further developments.

  • Increase of sea pollution fine rates in Turkey

    Increase of sea pollution fine rates in Turkey

    We refer members to our circular of 21 January, 2022 in which we reported on an increase of fines for sea pollution in Turkish waters.

    We wish to inform members that the Turkish authorities have announced further increase of fines for oil pollution incidents for 2023. The new rates are a 122.93 % increase from those reported in 2022. For a detailed overview of applicable rates we refer to correspondents’ circular which is available through the following link.

    Members are invited to contact the NNPC for any pollution related incidents in Turkey via claims@nnpc.nl so that appropriate assistance can be provided.

  • Important update: Reporting ships that call at Russian ports or sail through Russian waters

    Because of the ever increasing sanctions against Russia we want to point out to our members and insured parties that the United Kingdom has set an obligation for insurers to collect and retain information about journeys to and from Russia. This is for the purpose of monitoring compliance with sanctions.

    This means specifically that all insurers and reinsurers that work from the United Kingdom will have to retain information on journeys to and from Russia for at least 5 years. This obligation relates to our reinsurers and therefore also to the NNPC and our members and insured parties.

    Because failure to comply with these sanctions can have consequences for the NNPC, the insurance of the ships concerned and the payment of any claims, we request all members and insured parties that sail to Russia to send us the following information on each journey undertaken/scheduled:

    1. Names of the Russian port(s) at which the ship called
    2. Name of the ship
    3. IMO number of the ship
    4. Type and quantity of cargo
    5. Start/end dates of the journey
    6. Name of ship’s owner
    7. Charterer’s name
    8. Name and address of the Shipper/Supplier
    9. Name and address of the recipient
    10. Name and address of the buyer (if different from that of the recipient and known)
    11. Copy of the bill of lading (if available)

    The enclosed template can be used to facilitate the process. The filled in file, together with copies of the bills of lading, can then be sent to underwriting@nnpc.nl.

    Finally, we want to emphasise once again that trade with Russia is subject to intense restrictions and that there is no cover for trade that is in conflict with the sanctions imposed. Consequently, as already indicated in previous newsletters, it remains important for you as a member/insured party to carry out the necessary due diligence investigations yourselves. Should you have questions about this, then we will be pleased to assist you.

  • Important update on War Risk coverage for Fixed premium insureds (including Charterers)

    We hereby inform you that both our reinsurers have issued a notice of cancellation which states that cover for War Risks for Fixed premium entries (including but not limited to Charterers) is cancelled as per January 1, 2023.

    From January 1,2023 the War Risk cover for the Fixed Premium entries (again including but not limited to Charterers) will be reinstated subject to the following exclusion in relation to Russia, Ukraine and Belarus:

    This cover excludes all loss, damage, liability, cost or expense:

    (a) caused by or arising from or in connection with any Russia-Ukraine conflict and/or any expansion of such conflict; or

    (b) in any area or territory or territorial waters where Russian armed forces, Russian-backed forces, and/or Russian authorities, are engaged in conflict within the territories (including territorial waters) of the Russian Federation, Belarus, Ukraine and any disputed regions of Ukraine, the Crimean Peninsula and the Republic of Moldova.

    (c) arising from capture, seizure, arrest, detainment, confiscation, nationalisation, expropriation, deprivation or requisition for title or use, or the restraint of movement of vessels and cargo in the territories (including territorial waters) of the Russian Federation, Belarus, Ukraine and any disputed regions of Ukraine, the Crimean Peninsula and the Republic of Moldova.”

    It is important to note that the above will only impact the Fixed Premium entries (including Charterers), the mutual excess P&I War cover will remain as it is.

    As the rule numbers and exact wording may vary between reinsurers we invite all fixed premium insureds and charterers to contact the Underwriting department for specific questions via underwriting@nnpc.nl

  • The GENCON 2022 Uniform General Charter

    On 25 October 2022, BIMCO published an updated version of the GENCON charter party, the GENCON 2022. GENCON has been one of the most used voyage charter party for dry bulk cargo trade worldwide. The previous version of the charterparty dates back to 1994 from BIMCO. This article will briefly deal with the most important changes that have been introduced.

    BIMCO has amended several key clauses and made the charter party more comprehensive to reduce the need for additional clauses. Furthermore, the new version seeks to address gaps by inserting wording and structure on matters which we previously let to the parties or resolved in litigation. This version also attempts to ensure that the contract is more in line with the current regulatory framework and commercial practices.

    A number of the main changes are listed herebelow:

    Owners’ Responsibility (Clause 2):

    • Clause 2 has been extensively rewritten, and provides the Owner with the option to invoke all the defenses that are available under the Hague-Visby Rules along with the responsibilities thereto.
    • Clause 2 includes a definition of when the due diligence obligation should be performed by the Owner, i.e., at the commencement of each voyage and loading cargo at each port. This adds to the continuous obligation to carry and care for the cargo until its discharge.

    Cargo and Charterers’ Responsibility (Clause 3):

    • Provides for the Charterer’s responsibility to make sure the cargo is properly described, packed, loaded and stowed, with strict adherence with the law and conventions applicable, as well as an ongoing duty of compliance.
    • Charterer shall be responsible for the cargo (bulk) damage, unless caused by an act or omission of the Owners or their servants, agents or subcontractors.

    Responsibility regarding Loading and Discharging (Clause 4):

    • Charterers will bear the risk and expense to load, tally, stow, trim and/or secure the cargo, subject to the supervision of the Master (which may affect the division of responsibility).
    • The Charterers are to be responsible for stevedores damages caused to the vessel.

    Laytime and Demurrage:

    • Clauses 9 through 13 provide a detailed definition regarding the notice of readiness and when it has to be tendered and on what basis laytime and demurrage are to be calculated.

    General Exceptions (Clause 18):

    • A new general exception clause has been incorporated, which provides immunities for the Charterer, the Owner or the respective agents from the damages that may occur from events as mentioned in the clause, subjected to conditions thereto.

    Other Provisions:

    • A dual remedy is available for the Owners in case the Charterer fails to make payment. Aside from exercising a lien, the Owners have the right to suspend performance and terminate the charter if certain conditions are met. (Clause 15 and 16)
    • As per clause 26, agents, whilst appointed and paid by the Owners, shall be considered to be acting on behalf of the Charterer when it comes to matters concerning. In this respect it is important to note that each party is responsible for the act or omission of their servants, agents and subcontractors.

    For a complete copy of the GENCON 2022, the explanatory notes and additional BIMCO resources on the use of the new GENCON, we refer our members to the BIMCO website:

    https://www.bimco.org/contracts-and-clauses/bimco-contracts/gencon-2022#.

    In the event of any specification questions or comments we invite our Members to contact NNPC through claims@nnpc.nl.

     

  • Update UK stowaways

    Update UK stowaways

    We recently noticed an increase in the number of stowaway discoveries, in particular to the United Kingdom.

    Since the publication of our last stowaway update in October 2022, we have seen an ever tightening of the attitude of the UK immigration services towards stowaways. Whereas in the previous years stowaways were generally allowed to disembark (with shipowners being forced to pay a fine) it is now observed that UK authorities are simply refusing access to stowaways, at the same time threatening the Master that he will be exposed to criminal liability should stowaways be allowed to disembark from the vessel.

    In recent cases we see that shipowners are now obliged to transport the stowaways back by ship to the port of origin. As a result, shipowners are faced with delays and extra costs, such as the requirement to put private security guards on board in order to ensure the safety of the Master and crew during the return journey.

    Shipowners are therefore strongly encouraged to increase their efforts to ensure stowaways are either prevented from boarding the ship or are being discovered before departure.

    Hereunder we bring to memory the most important prevention measures as highlighted in earlier NNPC publications:

    • Limit access to the ship as much as possible and register visitors and shore personnel and check that they have actually disembarked before departure. Keep storage and living areas closed where possible;
    • Always adequately illuminate the deck and possible access routes. The use of cameras is also recommended, of course taking into account privacy requirements;
    • Always check containers, project cargo, nacelles and windmill blades (as far as possible) that no stowaways are hidden in them;
    • Before departure, carry out the necessary searches for all rooms and locations where stowaways may have hidden and record the results in the logbook.

    If stowaways are discovered it is advised to contact the NNPC claims team at once via telephone number +31 (0)50 5343211 (24/7) or via claims@nnpc.nl.

  • BIMCO CII Operations Clause for Time Charter Parties 2022

    BIMCO CII Operations Clause for Time Charter Parties 2022

    With the amendment on MARPOL Convention (MARPOL Carbon Intensity Regulations) on the 1st of November 2022, coming into effect from 1 January 2023, Owners and Charterers will need to collaborate and cooperate to manage the IMO objective to reduce carbon emissions.

    The newly developed BIMCO CII Clause sets out a way forward in a time charter context, where Charterers are responsible for the operation of the vessel.

    On 16 November 2022, the BIMCO Documentary Committee approved the “CII Operations Clause for Time Charter Parties” which is now ready for incorporation into time charterparties. The Clause aims to apportion the risks and responsibilities between the Owners and the Charterers. In this regards the following aspects are noted:

    1. The obligation to comply with the MARPOL Carbon Intensity Regulation rests primarily with the Charterer in regards to its operation of the vessel.
    2. There is a general duty of good faith on the parties to improve the efficiency of a vessel and collect information necessary to monitor compliance.
    3. The Owner is required to exercise due diligence and make sure the vessel and its machinery is compliant with the MARPOL Carbon Intensity Regulations/SEEMP (Ship Energy Efficiency Management Plan), which subjects to the provisions provided in the charterparty.
    4. The Owner shall provide the Charterer with details of the CII attained, along with fuel and distance covered in that calendar year.
    5. In case of breach by the Charterers, of any of the provision of the clause, the Owner shall have the right to claim damages in case of any losses, damages, liabilities, claims, fines, costs, expenses, actions, proceedings, suits or demands suffered by the Vessel and/or the Owners.

    We recommend that members consider incorporating the clause into any future time charter party agreements.

    For the full version of the BIMCO CII Operations Clause for Time Charter Parties 2022 we refer members to the relevant page on the BIMCO website as follows:
    https://www.bimco.org/contracts-and-clauses/bimco-clauses/current/cii-operations-clause-2022

    We would also like to refer members to a previously published report on this subject on our website:
    https://nnpc.tempurl.host/report-on-the-eexi-cii-nnpc-workshop-10-october-2022/?lang=en

    For further guidance and questions on the BIMCO CII Clause and its application, members are kindly invited to contact NNPC at claims@nnpc.nl.

  • Situation update Ukraine – November 2022

    Situation update Ukraine – November 2022

    Reference is made to prior circulars on the EU sanctions against Russia.

    Earlier this year the Black Sea Grain Initiative was announced following negotiations between UN, Turkey, Ukraine and Russia. The Initiative was aimed at allowing safe transportation of agricultural products across the Black Sea in order to stabilize food markets worldwide.

    Last week it was agreed to extend the Black Sea Grain Initiative for another 120 days allowing the Ukrainian ports of Odessa, Pivdenniy (ex-Yuzhny) and Chornomorsk ports to continue to operate in the usual regime for the grain and related cargoes as per the Black Sea Grain Initiative.

    Vessel operating under the Initiative remain subject to inspection by the Joint Coordination Centre (JCC) after which they can proceed directly to the load port.

    Members should note that Vessels which visit any of the Crimean ports: Sevastopol, Yalta, Kerch and Feodosia, after March 2014 will be prohibited from entering Ukrainian ports. We have also been advised by local correspondents that there also still exist a risk of floating mines at the North-West part of the Black Sea.

    Members operating vessels to/from Black Sea area should furthermore note that the Turkish authorities have announced that as from 01 December 2022, any oil carriers carrying crude oil of Russian origin without valid P&I insurance will be prohibited from passing Bosporus and Dardanelles straits. Shipowners will need to provide a letter from their P&I club stating the ship details, cargo and voyage and confirming that P&I insurance is valid and inclusive for the ship, voyage and cargo.

    In case of any further questions in relating to the subject of this article or any voyage related queries, members are invited to kindly contact NNPC at claims@nnpc.nl.

  • Mila at sea

    Mila at sea

    At NNPC, we like to see the way people are working for clean seas and safe waters. That you can’t start young enough has been proved by sixteen-year-old Mila Smid from Nietap.

    She is a genuine adventurer who dreamed of joining the ‘School at Sea’ talent development programme, in which schoolchildren spend six months sailing the Atlantic (on the historic West Indies trade route) – half a year on the tall ship Thalassa, learning and living with thirty-six other students, under the watchful eye of experienced teachers and crew members, naturally.

    Mila sees it as an opportunity not only to develop but also to do her bit for a better environment. After a successful sponsorship campaign, she left in mid-October 2022. After her return, she plans to use the trip to draw attention to the ‘plastic soup’ floating in the ocean: kilometres of floating rubbish heaps of discarded plastic, including plastic bags and drinks bottles.

    You can see the travel plans on her website, Mila at Sea.

    NNPC is sponsoring this adventure enthusiastically, of course. We wish Mila well on her trip to discover new cultures, to experience living and working on board, and to help raise awareness of how susceptible our oceans are to pollution.