Author: nlnnpc-mashinaki

[vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”14424″ size=”full” link=”%7B%22url%22%3A%22%22%7D”][us_separator size=”custom” height=”30px”][vc_column_text css=”%7B%22default%22%3A%7B%22font-size%22%3A%2222px%22%2C%22line-height%22%3A%2232px%22%2C%22font-family%22%3A%22body%22%2C%22font-weight%22%3A%22300%22%7D%7D”]“The maritime sector in the northern Netherlands is internationally important.” As Yvonne Hoogerwerf knows full well, after nearly twenty years working for Koninklijke Wagenborg. On top of that, she has been a member of the Supervisory Board of NNPC since this year. In this interview, we ask her exactly what that role involves.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]Yvonne Hoogerwerf (58) was born and brought up in Appingedam and still lives in the area. She’s not the type who always thinks the grass is greener on the other side of the fence. From the moment she started working, there was always a relationship with shipping – first at an expert appraisal agency for shipping, followed by an insurance company for inland navigation, yachts and houseboats, and then at an insurer for crew members.[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

So the maritime world suited you?

“Like many people in marine insurance, I sort of stumbled into it. The combination of insurance and shipping did suit me well; choosing Koninklijke Wagenborg and their insurance department was a logical step from there. That was almost nineteen years ago now. Everything comes together here – insuring the ships, all the group’s insurance policies, and the role of insurance broker.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Koninklijke Wagenborg has an illustrious history and it’s one of NNPC’s biggest members. Could you tell us a bit about the company?

“Koninklijke Wagenborg was founded in 1898. It’s a family-owned company with maritime operations worldwide, providing safe and sustainable logistics solutions. It employs about three thousand professional staff on land and at sea. My job at this wonderful company is in the role of corporate insurance manager. Along with my team, I handle our business units’ entire insurance portfolio. That includes the work we do for our maritime divisions such as Shipping, with its fleet of a hundred and sixty multi-purpose vessels, Offshore, the tugs and towing service Wagenborg Sleepdienst, and the one that consumers are probably most familiar with: Wagenborg Passagiersdiensten, which runs the passenger ferry services to Schiermonnikoog and Ameland. We also provide services for our crane company Wagenborg Nedlift and our shipyard Koninklijke Niestern Sander. And, operating as Wagenborg Insurance, we also have a permit from the Netherlands Authority for the Financial Markets as an insurance broker. So NNPC isn’t a new name for me – there’s been long-standing cooperation between these two northern Dutch outfits. It’s something that Wagenborg values. That’s why I feel extremely honoured to be able to contribute to NNPC in my new role as a supervisory director.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

As you said, you’ve started working as a member of NNPC’s Supervisory Board. That was on 1 July 2024. Congratulations! Could you explain what that board’s role is within NNPC?

“Thank you for the congratulations. The Supervisory Board monitors what the Board of Directors does. It was decided that it should be a group of three independent supervisory directors plus one representative from NNPC’s membership, which is my position. It means that I’m providing advice and proactively helping think things through, using the experience and expertise I can bring to the table from the shipowners’ side. It’s a different perspective that helps keep the other members of the Supervisory Board and the Board of Directors on their toes.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Your predecessor on the board, Vertom’s Arjan de Jong, said that the Supervisory Board that he left was a ‘solid group of good people’. How have you found it since you joined?

“Although I’ve only attended a single meeting of the Supervisory Board since my appointment on 1 July 2024, I’d certainly reckon it’s a solid group of people, some of whom I’ve known for quite a while. The fact that they were also re-elected by the members at the general meeting shows that there’s plenty of trust there. With my background and experience, I expect to be a useful addition to the knowledge and know-how that are already present.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

You’ve also previously been a member of NNPC’s Advisory Board, and in fact chaired it.

“Exactly. In that capacity, I’ve been familiar with NNPC at close quarters for a long time. And as a representative of Koninklijke Wagenborg, one of the biggest members, I’ve got a broad perspective on things. On top of that, I know the protection and indemnity market well, and I have useful experience as a member of the Coastal & Inland Committee, the coastal and inland navigation section of NorthStandard, a major P&I club from the United Kingdom.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

What’s the biggest task for you or for the Supervisory Board in general over the next few years?

“NNPC is a relatively small P&I club, but the regulations and all the associated requirements are no different than for a major insurer. Growth is needed. We’ve been working on that for quite some time, rolling out ‘NNPC 2.0’ while looking at the products on offer and at new collaborations. The Supervisory Board puts a great deal of effort into risk management when new products are offered. Personally, I take a very careful look at the social and political environments of the markets that NNPC operates in. Above all, we mustn’t forget the people. It’s crucial that we know what’s going on among NNPC’s employees, because they’re the ones who make the difference.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

NNPC is the only P&I club in continental Europe. What challenges will we be facing in the future?

“The main challenge is about ensuring continuity in the longer term. Because NNPC is a relatively small P&I club, it can provide a high level of service and the staff know its members. And at the same time, NNPC has a lot of loyal members who have consciously chosen us. So I’m convinced that we have the right people working here, people who’ll go just that little bit further to provide services for the members. It’s a mindset that appeals to me, as well as something I can recognise from the background at Wagenborg – it must be the northerner mentality.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

What will you want to be able to say later that you achieved while on the board?

“That’s hard to say when you’ve only just started, but it’s obviously about fulfilling the supervisory role properly, keeping the board of directors on their toes and asking questions about their decisions. Wouldn’t it be great to be able to say that my input, expertise and knowledge have helped make sure NNPC remains a respected name in the P&I world?”[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”14432″ size=”full” link=”%7B%22url%22%3A%22%22%7D”][vc_column_text css=”%7B%22default%22%3A%7B%22background-color%22%3A%22%23cdf0fc%22%2C%22padding-left%22%3A%2220px%22%2C%22padding-top%22%3A%2220px%22%2C%22padding-bottom%22%3A%2220px%22%2C%22padding-right%22%3A%2220px%22%7D%7D”]

Want to know more?

If you would like to know more about Koninklijke Wagenborg and their products and services, go to their website. NNPC is of course the right place to be for all your P&I needs, and thanks to our Supervisory Board you can be sure that we will be able to offer you the best P&I service in the future too.[/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

[vc_row height=”auto”][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_separator size=”custom” height=”20px” hide_on_states=”tablets,mobiles”][us_image image=”14403″ size=”full” link=”%7B%22url%22%3A%22%22%7D”][us_separator size=”custom” height=”10px”][vc_column_text css=”%7B%22default%22%3A%7B%22color%22%3A%22%23666666%22%2C%22font-size%22%3A%2213px%22%2C%22line-height%22%3A%2218px%22%7D%7D”](Rob Beets, Chairman of the Board of Directors, Noord Nederlandsche P&I Club and Jeremy Grose, Managing Director, NorthStandard)[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text css=”%7B%22default%22%3A%7B%22color%22%3A%22_content_link_hover%22%2C%22font-size%22%3A%2236px%22%2C%22line-height%22%3A%2245px%22%2C%22font-weight%22%3A%22700%22%7D%7D”]NorthStandard and NNPC enter into strategic partnership to support shared ambitions[/vc_column_text][us_separator size=”custom” height=”30px”][vc_row_inner][vc_column_inner width=”1/2″][vc_column_text css=”%7B%22default%22%3A%7B%22color%22%3A%22%23666666%22%7D%7D”]27/11/2024[/vc_column_text][/vc_column_inner][vc_column_inner width=”1/2″][vc_column_text css=”%7B%22default%22%3A%7B%22color%22%3A%22%23666666%22%7D%7D”]

PRESS RELEASE

[/vc_column_text][/vc_column_inner][/vc_row_inner][us_separator size=”custom” height=”30px”][vc_column_text css=”%7B%22default%22%3A%7B%22font-size%22%3A%2222px%22%2C%22line-height%22%3A%2232px%22%2C%22font-family%22%3A%22body%22%2C%22font-weight%22%3A%22300%22%7D%7D”]NorthStandard has announced a new and expanded strategic partnership with Noord Nederlandsche P&I Club (NNPC) that builds upon the previous long-standing and successful arrangements between the two mutual insurers.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]The formal partnership confirms NorthStandard as NNPC’s exclusive reinsurer and supports NNPC’s growth and diversification ambitions through the ability to offer additional products and services secured by NorthStandard. The partnership will add value for NNPC’s existing and future members and clients by facilitating growth and at the same time reinforcing NNPC’s status in the Northern European coastal sector.

Signed by both parties at a ceremony in Newcastle on Wednesday, 27 November 2024, the partnership agreement continues, and builds on, a relationship between NorthStandard and NNPC dating back to 2008.

“Building on the success of our shared history and vision for the future we are pleased to formalise our partnership with NorthStandard, with full confidence that the relationship will help NNPC realise its long-term growth and diversification ambitions,” said Rob Beets, Chairman of the Board of Directors, Noord Nederlandsche P&I Club.

“We are delighted to formalise this new partnership with NNPC and build on a collaboration that began over 15 years ago,” said Jeremy Grose, Managing Director, NorthStandard. “We look forward to working with the NNPC team to achieve our shared long-term growth targets and securing a partner on the European continent.”[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

ENDS

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About NorthStandard:

NorthStandard is one of the leading providers of global marine insurance products and services across the maritime industries. Established through the merger of North P&I Club and the Standard Club in February 2023, NorthStandard brings together over 300 years of marine insurance heritage. ‘A’ rated by S&P Global, NorthStandard has a premium income around US$800M and provides cover for over 390 million GT of owned and chartered tonnage.

From headquarters in the UK and with offices throughout Europe, Asia and the Americas, NorthStandard offers a unique blend of worldwide presence and class-leading expertise across multiple specialist areas, including P&I, FD&D, War Risks, Strike & Delay, Hull and Machinery and ancillary insurance. Its Sunderland Marine and Coastal & Inland divisions also provide H&M and P&I cover for smaller commercial vessels; fishing vessels, inland waterway and coastal trading vessels and aquaculture. NorthStandard’s comprehensive local market and sector knowledge is underpinned by continuous investments in market-leading digital technologies.

NorthStandard is a leading member of the International Group of P&I Clubs (IG) and is fully committed to upholding the shared objectives of its 12 independent member clubs, which provide liability cover for approximately 90% of the world’s ocean-going tonnage.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]For more information:[/vc_column_text][us_separator size=”custom” height=”30px”][vc_row_inner][vc_column_inner width=”1/2″][vc_column_text]Rob McInally
Global Director (Marketing & Communications)
NorthStandard
+44 191 232 5221 / 7795267546
rob.mcinally@north-standard.com[/vc_column_text][/vc_column_inner][vc_column_inner width=”1/2″][vc_column_text]Debbi Bonner
Managing Director
JLA Media
+31 652 630122
debbi.bonner@j-l-a.com[/vc_column_text][/vc_column_inner][/vc_row_inner][us_separator size=”custom” height=”40px”][vc_column_text]

About NNPC:

NNPC was founded in 1937 as a mutual insurance company by and for shipowners from Groningen, and has since evolved to offer a range of services to owners of seagoing vessels in the Netherlands, Belgium, Luxembourg, Germany and beyond and expanding into the inland market in the past decade. As a specialist in the European short sea market, particularly in the Benelux and Germany, NNPC has a unique history and membership.

The NNPC motto is “Worldwide. Always around.” This is the service we guarantee our members and clients, who can contact us day and night, anywhere in the world.

As an associate member of the International Group of P&I Clubs through its reinsurance with NorthStandard , NNPC is affiliated with the P&I clubs that insure more than 90% of the world’s tonnage. This gives us access to a worldwide network of the best correspondents, loss adjusters and lawyers, all experts within the maritime sector.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]For more information:[/vc_column_text][us_separator size=”custom” height=”30px”][vc_row_inner][vc_column_inner width=”1/2″][vc_column_text]Noord Nederlandsche P&I Club
Rijksstraatweg 361
9752 CH Haren (Groningen)
Tel: +31(0)50 534 321 1
E-mail: info@nnpc.nl[/vc_column_text][/vc_column_inner][vc_column_inner width=”1/2″][/vc_column_inner][/vc_row_inner][us_separator size=”custom” height=”40px”][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

Starting January 1, 2025, offshore and general cargo vessels exceeding 400 gross tonnage (GT) will be required to comply with the European Union’s Monitoring, Reporting, and Verification (EU MRV) regulation. This framework mandates that vessels monitor, report, and verify their greenhouse gas (GHG) emissions.

The EU MRV regulation encompasses emissions of carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O). Vessels must report data on emissions, cargo carried, distance traveled, and time spent at sea to a central database. This information will be publicly disclosed annually at the individual ship level.

With the implementation of Regulation (EU) 2023/957 on January 1, 2025, the scope of the EU MRV will expand to include:

• Offshore vessels over 5,000 GT
• Offshore vessels and general cargo vessels between 400 and 5,000 GT

Certain categories of vessels are exempt from these regulations, including:

• Warships and naval auxiliaries
• Fish-catching or fish-processing ships
• Vessels not propelled by mechanical means
• Government ships used for non-commercial purposes

Additionally, starting January 1, 2027, offshore vessels over 5,000 GT will be incorporated into the EU Emissions Trading System (EU ETS), further aiming to reduce GHG emissions across the maritime sector. Under the EU MRV regulation, a port of call is defined as any stop where a vessel loads or unloads cargo, embarks or disembarks passengers, or where offshore vessels stop to relieve crew members.

The European Commission is expected to issue further guidance to clarify the obligations for offshore vessels under the EU MRV and EU ETS regulations. Please find below our earlier publications regarding EU ETS and FUEL EU:

• Preparing for FuelEU Maritime of 9 September 2024
• EU ETS: BIMCO Clausules of 19 March 2024

In addition to ongoing regulatory efforts to reduce CO2 emissions from ships, further initiatives are being implemented to improve air quality by expanding the number of designated sulphur emission control areas (SECAs). We wish to update members on the most important of these as follows:

• MARPOL Designated Emission Control Areas (ECAs): Under Regulation 14 of MARPOL Annex VI, a 0.10% sulphur limit applies within the North American, US Caribbean, North Sea, and Baltic ECAs. As of 1 May 2025, this limit will also extend to the Mediterranean Sea, and from 1 March 2026, to the Canadian Arctic and Norwegian Sea ECAs.
• EU: Under the EU Sulphur Directive, ships at berth or anchor in EU ports must comply with the 0.10% sulphur limit.
• Turkey: Ships at berth in Turkish ports or operating on Turkish inland waterways must comply with the 0.10% limit. However, this requirement does not apply to ships transiting the Bosporus and Dardanelles Straits, or the Sea of Marmara, unless their transit is delayed, such as staying at anchorage or port for more than two hours while awaiting passage.
• Israel: As of 23 February 2023, a 0.10% sulphur limit applies in all Israeli ports.
• Norway: The entire Norwegian world heritage fjord area falls under the North Sea ECA’s 0.10% sulphur limit. Ships of 10,000 gross tons or more must also carry an adapted environmental instruction. Furthermore, Norwegian authorities are in the process of drafting zero-emission regulations for cruise ships, tourist boats, and ferries in the UNESCO-listed West Norwegian Fjords, which will take effect in 2026.
• Iceland: A 0.10% sulphur content limit applies in Iceland’s territorial sea and internal waters, including fjords and bays.
• China: China has implemented a 0.50% sulphur limit in its designated “Coastal ECA,” which covers all sea areas and ports within its territorial waters. A stricter 0.10% limit applies in the specially designated “Hainan Coastal ECA.”
• South Korea: South Korea has designated domestic ECAs where a 0.10% sulphur limit applies.
• USA: While Californian waters fall within the North American ECA designated under MARPOL Annex VI, the state of California enforces its own 0.10% sulphur limit.
• Panama Canal: Panama is not part of MARPOL’s designated ECAs, so the global 0.50% sulphur cap applies. However, vessels transiting the Panama Canal are required to switch their main propulsion engines, boilers, auxiliary generators, and other ancillary equipment from residual fuels to marine distillate fuels upon entering Panama Canal (ACP) waters.

While current regulatory attention is largely focused on reducing CO2 emissions, it is important to remain aware of the evolving sulphur regulations worldwide. These regulations cover both non-compliant fuels and increasingly stringent country-specific rules.

For further information we refer to the IMO Emission Control Areas as listed on their website.
https://www.imo.org/en/OurWork/Environment/Pages/Emission-Control-Areas-(ECAs)-designated-under-regulation-13-of-MARPOL-Annex-VI-(NOx-emission-control).aspx

Members with questions regarding specific locations are encouraged to contact NNPC at claims@nnpc.nl for assistance and advice.

[vc_row height=”auto”][vc_column][vc_column_text]One of the year’s top events is coming up again: the festive gala during which the Maritime Awards will be bestowed. This year, the celebration takes place on November 4th at Studio 21 in Hilversum. As one of the event’s proud main sponsors, NNPC is of course greatly looking forward to this.

These awards put a spotlight on the most innovative projects, organizations and individuals from the Dutch maritime world. The goal is to support the impressive accomplishments and developments that were achieved last year. It is because of these efforts that our sector continues to flourish and advance—which is well worth celebrating![/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

Dinner and applause

The evening promises to be an exciting one for everyone attending, not just the nominees. The Maritime Awards Gala serves as the networking event of the year. Where else can you meet with captains of industry and other relations from the sector during a black tie gala and dinner? The ceremony awarding the five prestigious Maritime Awards is the cherry on top.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]

A look back at the MAG 2023

For readers curious to see what the event is like, we will briefly look back at the 2023 edition, held last year in Ahoy Rotterdam. First up are the winners.

The Maritime Ship of the Year Award went to the ship “Canopée”, which is specially designed to transport the huge Ariane rockets used by the European Space Agency. Through ingenious systems, the ship is able to use up to 35% less fuel.

The Maritime Talent Award went to Kalea Holkema, who researches wave attenuation possibilities.

Of special note to NNPC was the Maritime Achievement Award that went to the Databank Koopvaardij. This database creates awareness of the Dutch WWII history and the role captains and crew in our seafaring merchant fleet played in it. We created a series of highly readable blog articles about this topic, named Our Fleet During World War II.

The Maritime Innovation Award went to GustoMSC for the world’s largest telescopic off-shore heavy lift crane.

And finally there was the Maritime Security Award, which was won by Pim van de Koppel with his research in the PHAROS-DART weapon system.

Needless to say, we are excited to learn who will win the awards this year and which extraordinary stories hide behind those innovations and projects. If this year turns out as memorable as the previous one, it’ll be another night to remember in Hilversum.[/vc_column_text][/vc_column][/vc_row]

Due to escalating hostilities in the Middle East, shipping operations in the Eastern Mediterranean are becoming increasingly uncertain. Although all Israeli and Lebanese ports remain operational, shipping operators are advised to remain vigilant as the situation continues to evolve.

In Israel, the ports of Haifa, Ashdod, and Ashkelon are functioning without significant interruptions. However, shipping traffic near Ashdod and Ashkelon is closely monitored by Israeli naval forces. Members should exercise caution when navigating these areas, as port closures have occurred following previous attacks.

In Lebanon, despite ongoing conflict between Israel and Hezbollah, major ports such as Beirut and Tripoli are operating normally. However, vessels are strongly advised to avoid southern ports like Sidon, Tyre, and Zahrani due to heightened risks.

Given the current security situation, members are advised to take the following precautions:

• Conduct thorough risk assessments before calling at any port in the region.
• Regularly consult local agents for updates on port operations and security conditions.
• Implement enhanced security protocols, particularly for vessels carrying hazardous materials or operating in high-risk areas.
• Shipowners should review the need for additional war-risk insurance on a per-voyage basis for certain ports or regions.

Finally, members should be mindful of the potential impact of the Arab League Boycott of Israel when calling Israeli ports. While enforcement has been sporadic in recent years, it is anticipated that member states may adopt a stricter stance, potentially including action against vessels that have previously called at Israeli ports.

For additional information or inquiries, members are encouraged to contact the NNPC claims team at claims@nnpc.nl.

The French Supreme Court recently confirmed in a ruling that, in certain cases, cargo receivers can bring foreign carriers before a French court, even if the bill of lading contains a forum selection clause, where the clause refers to a jurisdiction outside the EU.

In the case, a car company (the shipper) had instructed the carrier to transport cars from Belgium to South Korea. The carrier issued several bills of lading for the cargo. Upon arrival, part of the cargo was allegedly found to be damaged, according to the receiver. The subrogated insurer then paid compensation to the cargo receiver and filed a claim against the carrier at the Commercial Court of Paris under the relevant bill of lading. Under the French Civil Code, a foreign defendant can be brought before a French court unless a binding choice of law and forum has been agreed upon. The carrier contested the jurisdiction of the French court, based on the terms of the bill of lading, which designated the court in Seoul, South Korea, as the competent authority. The Supreme Court ruled that the clause could not be invoked as it was not sufficiently clear, had not been expressly accepted by the cargo receiver, and because such clauses are only valid under European law if they refer to a country within the European Union.

The impact of this ruling is significant, as in cases involving a French party, the parties run the risk that a choice of law and forum clause in the bill of lading will be declared invalid. This is particularly relevant now that the United Kingdom is no longer part of the EU. The effect of this is that, in the case of the United Kingdom, a party must now have expressly agreed to a forum selection clause. It is very possible that, in practice, such clauses will not hold up against a cargo receiver if the receiver chooses to file a claim in a French court. If English law is chosen, the advice is to carefully review the clause in advance to ensure there is an explicit acceptance of both the applicable law and the competent court or authority to resolve any disputes. If the parties choose England, the recommendation is to include an arbitration clause that clearly specifies both the applicable law and forum. Additionally, it is advised that the receiver, where possible, express agreement is obtained by the receiver to the incorporate of such a clause.

If members would like to learn more about this topic, they can contact the Claims team via claims@nnpc.nl.

[vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”13858″ size=”full” link=”%7B%22url%22%3A%22%22%7D”][us_separator size=”custom” height=”30px”][vc_column_text css=”%7B%22default%22%3A%7B%22font-size%22%3A%2222px%22%2C%22line-height%22%3A%2232px%22%2C%22font-family%22%3A%22body%22%2C%22font-weight%22%3A%22300%22%7D%7D”]“I called us a bunch of daredevils.” Vertom is a significant global player in maritime logistics services, operating from their main offices in Rotterdam. That’s also where their director Arjan de Jong is, who is bringing us up to date about his valuable period on the Supervisory Board of NNPC.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]As a young accountant, Arjan de Jong (now 55) had the good fortune to work for an office that had a lot of clients in the shipping sector. From there, he moved into the maritime world where he was able to progress to become co-owner and director of Vertom. His studies at the University of Amsterdam in environmental management – which was still a course for pioneering spirits at the time – were “hugely relevant and I’ve benefited from it a lot.”[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

You’ve been a director of Vertom for nearly fifteen years. How has the company changed in that time?

“When I started in this role, the entire shipping industry was going through a bad patch, for instance because of Lehman going under and the start of the banking crisis. At that point, we decided together that we were going to go for it. I called us a bunch of daredevils – down-to-earth but opportunistic. We bought ships from businesses that were in financial trouble. It gave us a lot of energy in what were challenging times. Then we started diversifying so that we’d be able to cope with the market’s volatility. That growth was partly organic and partly through takeovers. We professionalized too, putting a modern management structure in place.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

The world of shipping has consolidated a great deal over recent decades, but Vertom has remained independent. How did you achieve that?

“We’re in the short sea market, which used to be dominated by small family businesses. Even though the market was dire, those people kept on working until it became untenable. When it got to the point that the owner was no longer able to meet their financial obligations, the banks pushed them either to sell or to merge. We were in the right place at the right time; we were able to make the most of that and strengthen our own position. We managed to stay independent by making the right decisions at the right moments. That’s not always easy to predict, so you need a slice of luck too. I don’t think that the consolidation in the segment has finished yet, by the way – it’s going to keep going for a while yet.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Vertom has had a close relationship with NNPC throughout.

“Yes, we go back a long way. NNPC has been our P&I club for as long as I’ve been with Vertom. They’re a real source of knowledge within Dutch shipping. If we need to know anything, we go knocking on NNPC’s door. And as we’re talking about consolidation… well, I’m glad you’re still around! It means we don’t have to join some bigger outfit in the UK or Scandinavia. The lines are short, the contacts are fine, the attitude is open: that’s all an excellent fit with our own culture.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Until recently, you were on our Supervisory Board. We’re very grateful for that, of course. What did being a member of that board involve?

“NNPC approached me at a time when things weren’t going smoothly on the Supervisory Board. My job was to help pour oil on the troubled waters. With hindsight, I can understand the thinking: we’re from Rotterdam and acted as a counterweight to the rest of the board, who were largely from the north. My background as an accountant was a help too.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

How did it go?

“Very nicely. We were able to have some pretty heavy discussions about the future of NNPC. Should it merge or stay independent? How much growth is needed to survive? What’s the raison d’être for NNPC in this market? Along with the rest of the board, I was able to provide some useful input. I even extended my term there by an extra year and served for four and a half years in the end. Then I reckoned that I’d done what I’d been brought in for and stepped down. I’m pleased with the time I put into it, though. The Supervisory Board is in calmer waters now. They’ve got a good team there.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

You’ve got a background in environmental management, so you’re as interested in sustainability as we are. How do you think the sector is going to tackle that issue?

“Given that short sea is a relatively small market within shipping, there’s not much investment in R&D yet. We’re seeing initiatives such as auxiliary sail power, solar panels on deck and research into alternative fuels. There’s nothing radical yet, but there is awareness and every little bit helps reduce the emissions. At the moment, the major gains are to be made in the container shipping and deep sea markets. As for us, well, we’re working with TB Shipyards to get a diesel-electric power train onto the market. That’s a step in the right direction. It’s future-proof too, because you can also use alternative fuels then. We’ve put our neck on the block for this one.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Is there anything else you’d like to add?

“NNPC is a business that we should cherish. Even though we may be critical, we always appreciate the many good things you do for us. NNPC is the stakeholder you can turn to at a personal level, the smaller party that’s taking on the challenge of keeping its head above water. That’s not always easy and it deserves recognition.”[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”13865″ size=”full” link=”%7B%22url%22%3A%22%22%7D”][vc_column_text css=”%7B%22default%22%3A%7B%22background-color%22%3A%22%23cdf0fc%22%2C%22padding-left%22%3A%2220px%22%2C%22padding-top%22%3A%2220px%22%2C%22padding-bottom%22%3A%2220px%22%2C%22padding-right%22%3A%2220px%22%7D%7D”]

Want to know more?

If you would like to know more about the maritime transport service provider Vertom, dive into their website. If you need P&I expertise and are intrigued to find out how NNPC can also be an accessible knowledge centre for you, contact us here.[/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

In the International Maritime Solid Bulk Cargoes (IMSBC) Code, cargoes that can liquefy or dynamically separate are classified as Group A cargoes.

This includes cargoes such as iron ore fines, nickel ore, mineral concentrates, and bauxite fines. However, any cargo with fine particles and sufficient moisture may pose a risk. To mitigate these risks, the IMSBC Code provides guidance on measures to be taken. In light of several incidents that have occurred internationally in recent years, we wish to highlight the most important of these measures:

• Shippers’ Declaration: The IMSBC Code requires cargo interests to provide the master with a Shippers’ Declaration containing appropriate and up-to-date cargo information before loading. This must include both the Transportable Moisture Limit (TML) of the cargo and its moisture content at shipment.
• Moisture Content: The moisture content of the cargo must be determined by drying samples in accordance with the Code. If the moisture content of the sampled cargo is below the TML, the cargo should be safe to load. The moisture content values are typically considered valid for seven days from the date of sampling unless the condition of the cargo changes, for example, due to heavy rain or snow.
• Flow Moisture Point (FMP): The advance cargo declaration must state the “Flow Moisture Point (FMP)” of the cargo. The FMP is the maximum water content, expressed as a percentage, at which a sample of cargo will begin to flow. Cargoes with moisture content close to, equal to, or in excess of the FMP may liquefy or dynamically separate. Loading cargo above, at, or near its FMP presents an unacceptably high risk for vessels, which is why a safety margin is included in the test methods.
• Transportable Moisture Limit (TML): The TML is a percentage of the FMP value. When determined by the Flow Table Test (FTT) or the penetration test, the TML is set at 90% of the FMP. When determined by the Proctor/Fagerberg method, it stands at either 70 or 80% of the FMP, depending on the test method.

From previous incidents reported to us, we note that discussions often arise regarding the Shippers’ Declaration, particularly about whether the sampling used was “representative.” The IMSBC Code states that sampling and testing procedures should be developed based on the cargo’s properties and approved by the competent authority in the country of origin (or port of loading). This means that sampling procedures may vary from port to port. It is recommended to inquire as to which procedures are applicable to the particular cargo in the respective port of loading.

Finally, there are several steps that the crew can take to inspect the cargo, including:

1. Performing a “can test”, which involves filling a can with sampled cargo and repeatedly banging it on a hard surface to check for excess moisture.
2. Monitoring the cargo condition during loading to look for signs of excess moisture, such as cargo lumping, stow slumping or flattening in the hold, or cargo spatter on the hold bulkheads.
3. Suspending operations during rain or snowfall to prevent unnecessary exposure to moisture.
4. Contacting the office or the NNPC if the cargo has been left in open storage before loading, and there are concerns that it may have been exposed to excess rain after the issuance of the Shippers’ Declaration.

We recommend ensuring that the Shippers’ Declaration is disclosed well in advance of loading to allow sufficient time for its review, checking the date of issuance, and confirming which party performed the analysis. For further information, we refer to the publication from NorthStandard, “Bulk Cargo Liquefaction and Dynamic Separation.”

Should assistance be required, members are invited to contact us at claims@nnpc.nl.

On June 23, 2018, the tanker “Bow Jubail” collided with the quay of LBC Tank Terminals in Rotterdam. This led to a spill of over 217 tons of fuel oil into the Port of Rotterdam. As a result, 150 claimants, including several insured by the NNPC, held the owner liable.

The owner, NCC, filed a request with the Rotterdam District Court to limit its liability in accordance with the Convention on Limitation of Liability for Maritime Claims (LLMC) of November 19, 1976. The liability limit under the LLMC is significantly lower than that of the International Convention on Civil Liability for Oil Pollution Damage (CLC 1992). The difference amounts to 1,679,292 SDR, or Euro 2.056.657,34.

However, the court rejected NCC’s request. The appeal to the Court of Appeal in The Hague was recently also dismissed. The court ruled in favor of the creditors, stating that the CLC, not the LLMC, applies to the bunker oil pollution. This decision was advantageous for the creditors, as the limit is considerably higher and because they could also invoke the “International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage.” This fund, the International Oil Pollution Compensation (IOPC) Fund, covers the difference between the claims and the LLMC limit up to a certain maximum. Thanks to these additional resources, it appears that most of the claimants’ demands in this case are largely covered.

For ships with a gross tonnage of up to 29,548 GT, as in the case of the “Bow Jubail,” the IOPC compensates the difference with the CLC, up to a maximum of 20 million SDR. In the case of the “Bow Jubail,” the CLC limit is SDR 15,991,676, which means that STOPIA will need to provide an additional compensation of SDR 4,008,324, or Euro 4.909.062,26.

As a result of these rulings, it is expected that most creditors will be fully or largely compensated. Although the case ultimately took more than six years, it is a unique case in the Netherlands concerning the application of the CLC and Fund Conventions.