Author: nlnnpc-mashinaki

[vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”12962″ 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”]Captured merchant vessels, voyages to England, heroic deeds or sunk without trace… NNPC was founded shortly before the Second World War and so there’s a treasure trove of tales about the fleet that we insured at the time. What happened to “our” ships—where did they go and did they come back?[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]In this series of articles, we dive into the Dutch Merchant Shipping Database for 1940-1945 to find out what happened.[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

Famine and balloon barrage vessels

In this fourth and final part, we will look at the ships that delivered food aid to the Netherlands at the tail end of the war, during the Hunger Winter of 1944-1945. There was a desperate shortage of food and fuel then, particularly in the cities in the west of the Netherlands and twenty thousand people ultimately lost their lives as a result. In addition, we will be highlighting two ships that were given a very unusual task in England: they were deployed as balloon barrage vessels. Large, rocket-shaped balloons were attached to the ships, which sailed alongside convoys to prevent German fighter aircraft from getting close enough for low-level attacks. The balloons could be raised or lowered using winches.[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”13038″ align=”center” size=”full” link=”url:https%3A%2F%2Fdatabank.koopvaardijpersoneel40-45.nl%2Fship%2Fview%3Fid%3D517|target:_blank” css=”%7B%22default%22%3A%7B%22animation-name%22%3A%22afl%22%7D%7D” onclick=”custom_link”][us_separator size=”custom” height=”20px”][vc_column_text el_id=”5″]

Kuwi

The motorised freighter Kuwi managed to escape in May 1940 and was used for a long time for cargo transport around the British Isles. The ship’s most important contribution, however, was probably in 1945 when it crossed the North Sea in a convoy with other Dutch vessels (the Alcyone, the Martha, the Njord and the Twee Gebroeders) to take food supplies to the liberated part of the Netherlands. The convoy sailed via Vlissingen to Bergen op Zoom. The most cruelly bittersweet aspect is that the famine was most acute in the western part of the country, which they could not reach because it was still occupied.[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”13044″ align=”center” size=”full” link=”url:https%3A%2F%2Fdatabank.koopvaardijpersoneel40-45.nl%2Fship%2Fview%3Fid%3D28|target:_blank” css=”%7B%22default%22%3A%7B%22animation-name%22%3A%22afr%22%7D%7D” onclick=”custom_link”][us_separator size=”custom” height=”20px”][vc_column_text el_id=”5″]

Alcyone

As you just read, the coaster Alcyone was part of the same food convoy. Like many others, the ship got away in May 1940 and made the crossing before being used for numerous cargo voyages. In March 1941, while sailing from Partington to Par (both in England), it came across a lifeboat with thirteen survivors from a Belgian coaster called the Eminent, which had earlier hit a mine. The Alcyone also took part in Operation Neptune, the Allied invasion of Normandy, and carried food in March 1945 to the recently liberated areas of the Netherlands.[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”13035″ align=”center” size=”full” link=”url:https%3A%2F%2Fdatabank.koopvaardijpersoneel40-45.nl%2Fship%2Fview%3Fid%3D386|target:_blank” css=”%7B%22default%22%3A%7B%22animation-name%22%3A%22afl%22%7D%7D” onclick=”custom_link”][us_separator size=”custom” height=”20px”][vc_column_text el_id=”5″]

Helena

The motorised freighter Helena was moored in St. Malo in France with a cargo of coal when war broke out in the Netherlands on May 10th, 1940. The ship, which had been built in 1934, immediately set sail for England. Once it got there, it was used in Liverpool as a balloon barrage vessel, the important role that we described earlier. It is not known what happened to the Helena after the war.[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”13041″ align=”center” size=”full” link=”url:https%3A%2F%2Fdatabank.koopvaardijpersoneel40-45.nl%2Fship%2Fview%3Fid%3D1115|target:_blank” css=”%7B%22default%22%3A%7B%22animation-name%22%3A%22afr%22%7D%7D” onclick=”custom_link”][us_separator size=”custom” height=”20px”][vc_column_text el_id=”5″]

Westlaan

The Westlaan, built in 1931, was another that managed to escape in May 1940 and sail to England. This coaster was also deployed as a balloon barrage vessel on the River Mersey near Liverpool. So it’s highly likely that the Westlaan would have come across the Helena, each with its own balloon. The ship is known to have had a crew until at least 1946, so it made it through the war years. Moreover, it was still largely manned by its original crew, under the captaincy of Geert van der Laan from Groningen.[/vc_column_text][us_separator size=”custom” height=”50px”][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”]

Read the rest of the series “Our fleet during World War II” as well!

• Part 1 – Operations Dynamo and Neptune
• Part 2 – Seized by the Germans
• Part 3 – Ships that were badly damaged or sunk
• Part 4 – Food aid during the Hunger Winter

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Starting January 1, 2025, the Inland Waterways Police Regulations (BPR) will no longer require a crew on board vessels navigating Dutch inland waterways. From this date, parties can apply for an exemption to allow autonomous or remote navigation.

This change was recently announced by the Dutch Minister of Infrastructure and Water Management. The Ministry has been supporting the development of autonomous shipping since 2017 through the Smart Shipping program, which includes experiments with innovative “smart shipping” technologies on national waterways. Remote and autonomous navigation is seen as a key component in achieving safer and more sustainable transportation over waterways, with automation playing a vital role in enhancing the safety, sustainability, and competitiveness of the shipping industry.

Previously, any vessel using remote or autonomous navigation required the presence of a physical crew on board. However, there has been growing support in recent years for developing and implementing innovative techniques to enable unmanned sailing. A legal framework to regulate autonomous shipping in the future is also being prepared. In the meantime, applications for exemptions can be submitted through the RWS website.

Simultaneously, the global maritime shipping industry is moving forward with new initiatives, such as developing model regulations within the International Maritime Organization (IMO) as part of the ‘Maritime Autonomous Sea Vessels’ (MASS) initiative. The IMO aims to have the MASS Code ready to enter into force by 2028, which will also apply in the North Sea. More information is available on the IMO website.

This change marks a significant step towards a regulatory framework for the acceptance of autonomous vessels in the Netherlands.

• https://www.rijkswaterstaat.nl/water/wetten-regels-en-vergunningen/scheepvaart/scheepvaartverkeerswet/smart-shipping
• https://www.imo.org/en/MediaCentre/HotTopics/Pages/Autonomous-shipping.aspx

In recent years adapting to the decarbonization landscape has been a continuing challenge for shipowners. The Energy Efficiency Existing Ship Index (EEXI) and the Carbon Intensity Index (CII) were introduced in 2023, and in 2024, the EU Emissions Trading System (EU ETS) was extended to the shipping industry. Looking ahead, 2025 will mark the beginning of FuelEU Maritime.

FuelEU Maritime is a key element of the EU’s Fit for 55 Package aimed at shipping. Its objectives are to reduce the greenhouse gas (GHG) intensity of the energy used by ships, promote the use of shore-side electricity, and encourage the adoption of Renewable Fuels of Non-Biological Origin (RFNBOs). In this article, we address the most important elements of the initiative:

1. Progressive Reduction of GHG Intensity: The GHG intensity of a vessel accounts for CO2, methane and nitrous oxide emissions. Since January 2024, all GHGs have been reported under the EU’s Monitoring, Reporting, and Verification (MRV) system. Starting in 2025, vessels must use less GHG-intensive energy sources, beginning with a 2% reduction and increasing progressively to an 80% reduction by 2050 when compared to 2020.
2. Calculating GHG Intensity: The GHG intensity (or ’emission factor’) for different fuel types is calculated on a well-to-wake (WTW) basis, considering all GHG emissions from production, delivery, and combustion of the fuel. The GHG intensity varies significantly based on how the fuel is produced. Notably, biofuels derived from food and feed crops are treated as having the same emission factor as fossil fuels.
3. Scope and Timetable of FuelEU Maritime: FuelEU Maritime applies to commercial vessels of 5,000 GT and above. For intra-European voyages, 100% of emissions are counted, while 50% are counted for voyages to/from European ports. Currently, compliance responsibility falls on the entity accountable for the vessel’s International Safety Management (ISM) obligations, differing from the EU ETS, where it can be the shipowner or any organization assuming ISM responsibility. Data recording begins on 1 January 2025 and by 31 March, the company’s verifier must upload the data to the FuelEU Database. By 1 May, any compliance penalties must be paid and by 30 June, the FuelEU Document of Compliance must be issued.
4. Compliance Solutions: Shipping companies can comply with FuelEU Maritime primarily through the use of RFNBOs, as they count twice towards the vessel’s GHG intensity calculation. The concern is that the availability of RFNBOs is limited, and alternative compliance methods will be necessary, which at present have been identified as follows:
   • Biofuels: These can be blended with conventional fuels to lower GHG intensity, provided they are produced from non-food/feed crops. The Bunker Delivery Note will need to provide a sustainability annex and necessary data for FuelEU compliance.
   • Wind-Assisted Propulsion Systems (WAPS): Ships fitted or retrofitted with WAPS qualify for a “Wind Reward Factor,” reducing their overall GHG intensity.
   • Onshore Power Supply (OPS): Using OPS at berth is rated as zero GHG intensity. At this time, there is only a limited availability of these facilities.
   • Onboard Carbon Capture (OCC): This is currently not provided for but will be reconsidered in 2027.
5. Penalties for Non-Compliance: Unlike CII, non-compliance with FuelEU Maritime could result in financial penalties, calculated at €2,400 per metric ton of excess energy.
6. Pooling and Banking: FuelEU Maritime allows for GHG intensity to be pooled between ships to encourage investment in alternative fuel-powered vessels. For instance, a shipowner with an ammonia-powered vessel could pool its lower GHG intensity with other conventional-fuel ships in its fleet. Surplus compliance credits can also be sold to other shipowners or kept for future use.

In order to prepare for FuelEU Maritime, members should ensure that their charter parties include provisions for future compliance, in particular for the use of lower GHG intensity fuels, qualifying biofuels, RFNBOs, or retrofitting vessels with WAPS. Standard time charter parties typically do not allow shipowners to require charterers to use qualifying biofuels or RFNBOs. Efforts are ongoing to standardise contracts and clauses, including BIMCO FuelEU Maritime and Biofuels Clauses.

The NNPC is closely monitoring developments in relation to FuelEU Maritime, and members are encouraged to reach out to the NNPC claims team for advice.

[vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”13773″ 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”]“We think it’s important that there are Dutch crew on board, so that knowledge and skills are retained in this country.” NNPC interviews Douwe Visser of the Frisian company Visser Shipping. What is the driving force behind one of the few container transporters in the Netherlands[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]Douwe Visser, a Frisian in his sixties, has been sailing all his life. There was an initial ten-year spell in inland navigation with his wife after he got his maritime licence, then from 1995 onwards in maritime shipping. At first, it was small-scale goods to Denmark, and later on containers. Why? Because his children were going to school by then… and because he had another, less usual, reason for wanting to stay in the area.[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

Nowadays, Visser Shipping has five vessels providing maritime container transport. Was that a big change?

“Switching from inland navigation to the Denmark route, which was our patch at the time, wasn’t actually such a big step. And growing to the five container ships we have now was very organic too. You’ve got a helmsman on board who enjoys the work, is a good sailor and gets his skipper’s papers… and then you see that the financial situation is favourable enough to add another ship. That happened three or four times. People who develop to suit the right jobs, with us being confident that it would work.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Was this a way for you to manage the risks?

“Our thinking has always been to earn the money first and only then buy the new ships. The two go together. A new crew ready and another ship. On top of that, we always try to have two lads on board as trainees. From there, they can move up to being the third engineer, second helmsman, whatever. We think it’s important that there are Dutch crew on board, so that knowledge and skills are retained in this country. There was an article in Schuttevaer just recently saying that there aren’t enough Dutch skippers. We want to help improve that.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Compared to Germany, there isn’t much container shipping in the Netherlands. Why is that?

“The big players who’ve been in the Netherlands for a long time are all dry cargo freighters. They’re not interested in having a container ship in their fleet because they can’t earn so much with it. The situation in Germany is precisely the other way around; there are lots more container brokers there. Other benefits were the really nice quays that Germany had in the past, that could be built up wider than sixteen metres, and the favourable KG system, the limited commercial partnership. Shipping companies didn’t have to put in much of their own money to get a ship and so they could grow quickly.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

So you’ve got a nice position in the market, as the exception that proves the rule?

“The market for containers in the Netherlands is small and we’re one of the few players here. The big advantage for us is that we can get warehousing exemptions more easily in ports like Rotterdam. Even so, Hamburg is still the place for container shipping. That’s where you’ve got to be.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

How is container shipping developing?

“We’ve had two really good years, which is just as well after ten crisis years. The market is calming down a bit at the moment. We’re trying to build up a base, which is a tough task given that the container market is all about supply and demand – very competitive. But we can handle ourselves well enough in it; we’re confident. Another aspect is that the ships themselves are getting bigger and more expensive, as well as becoming more sustainable. We’re responding to that and making our fleet greener. Our latest vessel complies with all the new regulations.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

How is NNPC helping Visser Shipping?

“We’ve been loyal NNPC members ever since we switched to maritime operations – so that’s since 1995. That says it all, I reckon. You build up a close bond over time. The lines are short and there’s a lot of knowledge. You’d like to have as little to do with each other as possible, of course, because that would mean there’s no damage and no problems. But NNPC will always help us when something does happen, even if it’s not completely as per the policy. That’s very much appreciated.”[/vc_column_text][us_separator size=”custom” height=”40px”][us_image image=”13776″ size=”full” link=”%7B%22url%22%3A%22%22%7D”][us_separator size=”custom” height=”40px”][vc_column_text]

You’re an active sports sailor – a skûtsjesiler. Can you explain to non-Frisians exactly what that is and how heavily you are involved in it?

“Skûtsjesilen is in our genes. We’re from Friesland’s inland navigation world, which used to be based on skûtsjes – wooden or steel sailing boats that carried cargo. Nowadays, they’re used for exciting sailing races. Our family have been doing that for generations. Skûtsjesilen goes on throughout the summer, but the key competitions are in the SKS championship, where we have eleven races on various lakes in Friesland, after which the champion is crowned. It’s the only thing that matters in Friesland then. It’s a great sport, with strict rules to make sure it stays authentic. We train all year round for it and, well… you have to put a lot of time into it, as you can imagine. Along with my children’s schooling, that was the reason why we moved into container shipping, with fixed timetables. That let me combine it with my love of sailing.”

[Editor’s note: since this interview was held, we have learned that Douwe Visser has become the SKS skûtsjesilen champion for 2024, the eighth time he has won it. Congratulations on the victory!][/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

So skûtsjesilen is embedded in Visser Shipping?

“Apart from the fact that I see both of them as a hobby – pretty much – I do see similarities: skûtsjesilen and my company are both team sports where everyone has to do their bit. You need good people for it who’ll be with you for a long time. You’ll never achieve what you want by yourself because you’ll have too much to handle. That applies to skûtsjesilen and to container shipping too.”[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”13784″ 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”]

Contact us

If you have a container that needs to be shipped in northwestern Europe and you’re looking for a reliable partner, Visser Shipping is the Dutch transport professional you need. And NNPC is the right place for all your P&I business and ship insurance, of course.[/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

With effect from 21 August 2024, the Santos Port Authority (APS) will require ships to produce a statement of compliance (AC-BWM) with ballast water regulations from an accredited private company, in addition to the existing requirements under the Ballast Water Management Convention.

• New Regulation: APS issued regulation NAP.SUMAS.OPR.023.2024, mandating that ships must obtain an AC-BWM from a licensed company, indicating compliance with the BWM Convention and other local standards.
• Procedure: Agents must email ballast water documents to the accredited company, which will have 24 hours to issue an AC-BWM for upload on the PSP system. Without an AC-BWM, ships cannot dock.
• Enforcement: Regulation effective from 21 August 2024. Disapprovals can be challenged administratively or judicially.
• Grace Period: For 12 months, ships without a AC-BWM may still enter the port with approval of the authorities.
• Service Providers and Costs: Only one company is currently authorised to issue AC-BWMs, charging between USD 1,400 to USD 1,700. A statement of compliance can be arranged through any local agent who is a member of the local union of shipping agents (Sindamar).

Members with further questions regarding these new regulations are invited to contact the NNPC claims team by e-mail via claims@nnpc.nl.

In the past year there has been a notable increase in the number of reports of fines being issued by the authorities in Dakar, Senegal in relation to the vessel’s documentation and certificates.

Any discrepancies, including in relation to cargo or crew, may lead to fines, to confiscation of documents or even detention of the vessel. The most common categories are detailed as follows:

1. Fines are commonly imposed for discrepancies between the declared cargo and the shore figures, both in the case of shortages or overloading. To mitigate this risk, local correspondents recommend appointing a surveyor in advance to perform a draft or tally survey. In cases where fines are imposed, P&I correspondents can assist to negotiate and reduce exposure, helping the vessel to sail as quickly as possible.
2. Fines may also arise from discrepancies in the vessel’s inventory reports, which must match the actual quantities on board at the time of berthing, including for bunkers, oil, and other lubricants. It is important to not only ensure the accuracy of any information submitted but to so in a timely manner.
3. Fines may be imposed and documents may be confiscated if there anomalies in personal documentation, such as passports. Therefore, it is strongly recommended that all personal documentation be carefully checked before arrival.

The International Group of P&I Clubs (IGA) has issued a detailed guide specifically tailored for vessels calling at Senegalese ports.

Members intending to call Senegal are invited to contact the NNPC claims team by e-mail via claims@nnpc.nl.

The Mpox virus is currently spreading in high-risk areas such as the Democratic Republic of Congo (DRC), Cameroon, Central African Republic, Ivory Coast, Liberia, Nigeria, and South Africa. This virus is an infectious disease that can cause, among other things, a painful rash, swollen lymph nodes, and fever. It spreads mainly through close contact with an infected person. The outbreak of the virus has already had direct consequences for shipping in several countries.

In Uruguay, every crew member arriving at a Uruguayan port from Africa, or who has been in Africa in the past 15 days, must currently be checked by a doctor on board. Crew members with symptoms are not allowed to disembark, and local authorities must be notified immediately if this situation occurs. Recently, in Argentina, a cargo ship was even placed under quarantine after a crew member showed symptoms of the disease.

We advise members operating in the high-risk areas with their vessels to take the following measures:

• Regularly monitor crew members who have been in one of the high-risk countries for symptoms and report any suspected cases to the local health authorities.
• Avoid close contact with people coming from shore.
• Deny access to the ship to individuals showing symptoms.
• Wash hands regularly with water and disinfectant soap, and wash clothing and bedding more frequently.
• Use personal protective equipment (FFP2 masks and gloves) when dealing with potentially infected persons or contaminated materials.

Additionally, we recommend including an appropriate clause in the charter agreement, for which the BIMCO Infectious or Contagious Diseases Clause for voyage and time charter parties is suitable.
For specific questions, our members can always contact us via claims@nnpc.nl.

The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships (HKC) was adopted in Hong Kong, China, in 2009 and will enter into force on June 26, 2025.

Ships may contain hazardous substances such as asbestos, heavy metals, hydrocarbons and ozone-depleting substances. The goal for the HKC is to making sure that vessels do not pose an unnecessary risk for the health and safety of humans or the environment when being scrapped. The HKC addresses these issues while simultaneously aiming to improving the working and environmental conditions at ship recycling facilities worldwide.

This will be enforced by two key elements:

1. All ships above 500 GT should have a certified Inventory of Hazardous Materials (IHM), and;
2. Ship Recycling Facilities (SRF) must be authorized and must prepare a Ship Recycling Facility Plan addressing worker safety and training and accept ships that comply with the HKC requirements.

Based on the HKC all ships will undergo an initial survey to verify their inventory of hazardous materials, periodic renewal surveys during their operational life, and a final survey before recycling. Ships in service must comply with this requirement by 26 June 2030 or before going to recycling if this is earlier.

Given the fact that EU/EAA flagged vessels already need to have a certified IHM in order to comply with the EU regulation on Ship Recycling (EU SRR) we expect the requirements under the HKC to have limited impact on our members, but we do encourage every member to double check that they are compliant.

More information about the HKC can be found here: HKC Info

For any questions or comments on this topic, please contact us at underwriting@nnpc.nl or by phone at +31(0)50 534 321.

[vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”13641″ 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”]“You see risks appearing everywhere, whether you’re going to the Black Sea , through the Suez Canal or off to the South China Sea.”  NNPC interviews insurance brokers Henk Peter Verbree and Martin Peper, co-owners of De Noord-Nederlandse Assurantiemakelaars BV, or NNAM. What are all the extra things you have to keep in mind when running a maritime insurance office? And how is the sector dealing with the elevated risks of piracy on busy shipping channels?[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]After Martin finished at a senior shipping college, he sailed until 1990 and then started work as an insurance broker. Together with his former employer, Hans de Boer, he started the predecessor to NNAM. He then took it over in 2006, along with Henk Peter and a former colleague. Henk Peter started his career in 1986 as an engineer with the Dutch Royal Navy. He then ended up in the insurance trade. Under their leadership, the company has grown from eight to its current headcount of twenty.[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

You are insurance brokers. What does that mean you do for your clients?

“Ninety per cent of our business contacts are shipping companies who want their vessels insured and everything associated with that,” says Martin. “An insurance broker like us represents their interests in the insurance market. We also have lots of business contacts in related areas such as shipyards and their suppliers and so forth, whose risk profiles and insurance needs are different to those of the shipping companies.”

“We negotiate with multiple insurers to get the entire package arranged for them,” explains Henk Peter. “It all depends on precisely what their requirements are. For a typical shipping company, the insurance package will cover protection and indemnity, hull and machinery, war risk, increased value, lost time and insurance for the crew.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

What does NNAM stand out for?

“We handle damage particularly well,” says Henk Peter. “And that’s down to Martin and his team! There are lots of instances of damage, every year. The sums involved are often considerable, too. It’s a highly capital-intensive market and the interests are substantial. Our business contacts trust us in handling these cases and they expect top-class assistance. Which is what they get from us.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

How do you go about that?

“We draw up a claim based on the experts’ reports and the terms and conditions of the insurance policy,” says Martin. “We then try to get the best possible indemnity for our clients, indemnifying them as much as possible. To do that, you have to dive right down into the circumstances and the terms and conditions. It’s certainly not just down to me – our entire team pulls together to get that result.”

“That team includes our purchasers and other specialists too, of course,” adds Henk Peter. “We have twenty staff who are spread across damages, insurance purchasing and policy completion, and on top of that you have the financial administration, the policy writing and compliance. You need several kinds of cover for a single vessel, and some policies involve several insurers, sometimes internationally. We put the whole package together and you need a whole team for that.”

“The care we take is reflected in the long-term relationships we have with our clients,” says Martin. “They stick with us because we look after them well.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

What’s your cooperation with NNPC like? How do you complement each other?

“We’ve always been able to collaborate well,” says Henk Peter. “The lines of communication are short, so we can just pick up the phone or drive round when anything awkward turns up. Our relationship with the management there is strong – a close link that goes back about twenty years. It means you know what you can expect from each other.”

“If there’s a P&I issue, we let the club take the lead. NNPC specializes in liability and their position as a P&I club lets them handle things for the claimant better than us. If it’s a case of damage, though, where the P&I insurance and the hull cover are both affected, then we get involved as well to make sure that all the interests are examined, not just the P&I aspects. We have a checking function in that. NNPC trust us and vice versa – it’s a nicely balanced relationship.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

What challenges are there currently in the maritime sector?

“Our business contacts throughout the world are struggling with very awkward and unstable political situations,” says Henk Peter. “Tensions. You see risks appearing everywhere, whether you’re going to the Black Sea, through the Suez Canal or off to the South China Sea.”

“I’d say that the biggest challenges for the clients are sanctions legislation and piracy,” says Martin. “Attacks by the Houthi and piracy are both serious problems in the Gulf of Aden. So that affects us too.”

“At moments when our clients have to go through areas that are excluded because of a war or a conflict, we can offer them a different type of insurance. Because the situation there is often highly unstable, those are very temporary agreements. Insurers often impose extra requirements on the shipping company, such as a policy for kidnap and ransom, armed guards, barbed wire or sailing in convoys. We help sort out the insurance but the clients then have to ensure for themselves that they comply with those requirements.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

How do you see the Dutch maritime sector? How does the Dutch fleet fit into the market?

“Dutch shipping used largely to be run by skippers who owned the ships,” says Henk Peter. “Those small family companies had a very tough time of it over the past ten years and we’ve lost quite a few of them. The market is becoming more and more consolidated, merging to create larger parties. That means that our clients now have a more professional attitude than roughly ten years ago. Fortunately, we still have a lot of shipping families in our portfolio who have become very professionalized as well. So in general, our business contacts have become more vocal and more risk-conscious, which makes it pleasant to work with them.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Is that an extra challenge for NNAM?

“It’s customized work every time, which keeps us on our toes,” says Henk Peter. It’s still a very attractive and challenging sector for us, with a market that’s always on the move – very different from home insurance, say, where it gets signed on the dotted line and then fits the bill for thirty years. A shipping company has to buy in the entire package again every twelve months. No sooner have you signed the policy, actually, than you have to start thinking about the next one.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Finally: do you have a good tip for the NNPC members?

“Get your insurance policy through NNAM at any rate,” laughs Martin. “There aren’t many market players in the Netherlands who do what we do. Like NNPC, we offer personal contact with our clients. We know you. We don’t need you to quote the policy number when you ring us – we know who we’re talking to.”

“That’s the added value we offer,” agrees Henk Peter. “A strong local base!”[/vc_column_text][us_separator size=”custom” height=”50px”][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”]

Get in touch

If you’re looking for additional insurance policies on top of your P&I insurance, for the hull perhaps, or if you’ll shortly be sailing through areas with an elevated risk profile because of war, piracy or sanctions, then NNAM is an excellent first port of call. They will be pleased to help you cover all the risks and can tell you exactly what you need.[/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

[vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”13597″ 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”]Earlier this year, we published a series of articles about ships in the Second World War on our website that were seized by the Germans or that played a role in various Allied operations as England-based craft. It transpired that one reader had a model of one of these ships in their own office. Of course, we wanted to know everything about it![/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

The ship in question

It is a coaster called the Hilda, which managed to get away from the Netherlands in 1940 and cross over to England. As we wrote in the blog, the vessel took part in Operation Dynamo, the evacuation of Allied troops from the beaches around Dunkirk, in that same year. There was an anxious moment for the crew of the Hilda on 1 June 1940 when the ship was attacked by German planes off the coast near La Panne. The ship itself did not suffer any damage, but the British destroyer HMS Keith, which was nearby, was badly damaged. The Hilda immediately took some of its crew on board and carried them to safety.[/vc_column_text][us_separator size=”custom” height=”40px”][vc_row_inner][vc_column_inner width=”1/2″][us_image image=”13621″ size=”full” link=”%7B%22url%22%3A%22%22%7D”][/vc_column_inner][vc_column_inner width=”1/2″][us_image image=”13614″ size=”full” link=”%7B%22url%22%3A%22%22%7D”][/vc_column_inner][/vc_row_inner][us_separator size=”custom” height=”40px”][vc_column_text]

The miniature Hilda

One observant reader raised an eyebrow at this story because that very ship was sitting in his office as a model. They contacted us and, needless to say, we were immediately excited: isn’t it special that this ship, with such an illustrious history and once insured by NNPC, exists as a model and can now ‘return’ to us in this way? We agreed to borrow the miniature ship so that we could view and display it…[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

Spectators at Breakbulk 2024

…which is exactly what we did at our stand at Breakbulk 2024, the world’s largest project cargo and breakbulk event which was held in Ahoy Rotterdam last May. The Hilda drew quite a lot of spectators there and certainly managed to charm our visitors. Rightfully so, because despite its age (we estimate that the object was made around the war period) and the fact that it could do with a little restoration work, it is a beautiful model. Moreover, there aren’t many scale models of this type. At Breakbulk, we exhibited the Hilda under the phrase “anchored in tradition”, with the old ship providing a nice contrast to the modern look of our stand.[/vc_column_text][us_separator size=”custom” height=”40px”][us_image image=”13617″ size=”full” link=”%7B%22url%22%3A%22%22%7D”][us_separator size=”custom” height=”40px”][vc_column_text]

Craftsmanship

The photos on this page show quite a lot of details. What have we got here, actually? This model of the Hilda is clearly hand-made. The materials used are wood and plastic, and the paint is a little bit discoloured. Clearly an old ship, just like the original. But what about the model’s big sister, the real Hilda? Does she still exist?[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

The Hilda’s history

The coaster was built in 1939 at a shipyard in Zuid-Holland, commissioned by Gert Zoutman from Delfzijl. He remained her captain and owner until long after the Second World War. In 1965, Zoutman sold the ship to a partnership from Drenthe who renamed her the Meppel. In 1973, she ended up in British hands. A good number of years later, disaster unfortunately struck: in 1990, the vessel slipped off her anchors and was stranded off Anguilla. She turned out to be so severely damaged that she was towed out to sea and sunk. The full history of the Hilda can be read on the website of Stichting Maritiem Historische Data (Maritime Historical Data Foundation).[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

The only one of her kind?

The Hilda fortunately lives on as a scale model that is now on display at the NNPC offices. This is now making us wonder if there are other models anywhere of ships that we used to have in our fleet. Read the articles and if you have a model or know about any others, we would love to hear from you![/vc_column_text][us_separator size=”custom” height=”40px”][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”]

Read the series “Our fleet during World War II” as well!

• Part 1 – Operations Dynamo and Neptune
• Part 2 – Seized by the Germans
• Part 3 – Ships that were badly damaged or sunk
• Part 4 – Food aid during the Hunger Winter

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