Author: nlnnpc-mashinaki

  • Maritime Operations Update – Current Situation in Israeli Ports

    Maritime Operations Update – Current Situation in Israeli Ports

    We would like to inform our Members of the current situation in Israeli ports. Whilst ports are operating normally, members are advised to remain vigilant due to the continued uncertainty in the region.

    In addition, we note that there have been reports of GPS malfunctions when using Electronic Chart Display and Information Systems (ECDIS). In relation to the individual ports we note the following:

    • Port of Haifa: Presently, there have been no direct port security implications reported. The port has seen congestion due to traffic being diverted in recent months but the backlogs have since been resolved.
    • Port of Ashdod: Similar to Haifa, there have been no direct port security implications reported at present, operations continue uninterrupted. Certain restrictions on handling hazardous materials have been imposed. Our members intending to call at Ashdod are asked to confirm restrictions with their shipping agents and port authorities.
    • Port of Ashkelon: At present the port is operational and without restrictions, however, the port was closed after prior attacks. Before considering any call to Ashkelon we would recommend obtain appropriate advice regarding the conditions and risks.

    Finally, we recommend that for any port calls members check the additional insurance requirements which may apply. We will continue to keep our members informed of any updates regarding the situation in Israeli ports.

  • Our fleet during World War II: Seized by the Germans

    Our fleet during World War II: Seized by the Germans

    [vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”12956″ size=”full”][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]

    Captured ships

    In this second part, we will be looking at the vessels that were confiscated by the occupying forces. Sometimes these were ships that were still in the docks, being built; others were picked up as far away as the French coast. The Germans then used these ships for all kinds of tasks, from training purposes to transport. Despite the violence that they faced—and indeed they regularly ended up being sunk—a lot of the vessels ultimately ended up with their rightful owners again.[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”12990″ align=”center” size=”full” link=”url:https%3A%2F%2Fdatabank.koopvaardijpersoneel40-45.nl%2Fship%2Fview%3Fid%3D109|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″]

    Baltic

    The motorised freighter Baltic, for instance, was still a new ship in the docks when German troops invaded the Netherlands in May 1940. They took the ship and used it for transport. After two years, the Baltic was sailing off the Portuguese coast near Setubal when it was detained by a French warship and captured. Once they discovered that it was a Dutch coaster, they handed it over to the Dutch government. For the rest of the war, the vessel was used for freight transport in the Mediterranean.[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”12993″ align=”center” size=”full” link=”url:https%3A%2F%2Fdatabank.koopvaardijpersoneel40-45.nl%2Fship%2Fview%3Fid%3D233|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″]

    Cornelia B

    The Cornelia B didn’t get off so lightly. The ship managed to escape to England initially in 1940, but was captured by German troops on June 14th while on a mission to Bordeaux, and her crew were taken prisoner. The Kriegsmarine then used the Cornelia B as a training ship in Kiel, in northern Germany. It was found there below the waves in 1945, then raised and towed back to Rotterdam. The ship was restored and made seaworthy again.[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”12999″ align=”center” size=”full” link=”url:https%3A%2F%2Fdatabank.koopvaardijpersoneel40-45.nl%2Fship%2Fview%3Fid%3D1176|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″]

    Frema

    The sailing freighter Frema, built in 1924, fell into German hands after the surrender of the Netherlands. This vessel too went into service with the Kriegsmarine, who were all too pleased to get their hands on some free ships. The Frema received its new designation “Vorpostenschiff VS 135” and was later again renamed to “VS 95”. The ship was recovered at the end of the war and returned to its original owner, Frederik de Jonge from Groningen.[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”12996″ align=”center” size=”full” link=”url:https%3A%2F%2Fdatabank.koopvaardijpersoneel40-45.nl%2Fship%2Fview%3Fid%3D805|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″]

    Regeja

    Finally, the turbulent history of the coaster Regeja. It was moored in Marlaix with a cargo of coal when the Germans invaded France. The ship fell into enemy hands and was deployed in the years that followed for ore transport between Spain and France. After the Allied invasion of June 1944, the Germans themselves scuttled the vessel… Fortunately, it wasn’t too long before the Regeja was raised and taken to England, where they were also keen to get their hands on an extra boat. After being repaired, it flew the Dutch flag once again and the ship then worked for the Allied powers until the end of the war.[/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!

    [/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

  • EU’s 13th Sanctions Package against Russia: Update

    EU’s 13th Sanctions Package against Russia: Update

    Please refer to our previous circulars for further information regarding sanctions against Russia in response to the escalating conflict in Ukraine, available on NNPC’s website.

    Recently a vessel carrying cargo from Saint Petersburg to the US was detained by German authorities in the port of Rostock, on account of alleged violations of EU sanctions. While en-route from St Petersburg, the vessel deviated to perform repairs. Although repairs have now been completed, Upon arrival she was detained by the German authorities for an alleged breach of EU sanctions protocols.

    While the vessel owners have appealed the decision to detain the vessel, this incident highlights the importance of vessel owners exercising due diligence when it comes to cargo carried on their vessels and to ensure compliance with the EU sanctions. It is important to verify that cargo is not listed as prohibited cargo and the parties involved in the shipment of the cargo do not appear on a sanctions list.

    We refer our Members to the latest and13th set of sanctions issued by EU Commission on February 23, 2024 which has implemented a new set of rules further restricting Russia’s access to military technologies, particularly in the realm of drones, while also targeting additional entities and individuals in relation to conflict in Ukraine.

    The most important aspects of the EU’s 13th sanctions package include:

    • Additional Listings: A total of 194 designations, encompassing 106 individuals and 88 entities, have been added to the sanctions list. Notably, the package targets Russia’s military-industrial complex, including companies involved in the production of missiles, drones, military vehicles and other weaponry. For the complete list of sanctioned individuals and entities, please click here.
    • Trade Measures: The package introduces measures to impede Russia’s acquisition of Western technologies crucial for its military operations, particularly in drone warfare. Export restrictions have been imposed on 27 Russian and third-country companies associated with Russia’s military-industrial complex. This widens the list of crucial technologies for Russia’s military, including components used in drone development, such as electric transformers, static converters, inductors and aluminum capacitors.

    As the sanctions list grows longer with each new package, we recommend our Members conduct regular sanctions checks on their business partners and counterparties to mitigate risks effectively.

    For more detailed information on the latest sanctions package, please visit the European Commission’s official website here.

    Our Members are welcome to contact the NNPC claims team via claims@nnpc.nl should they have any questions regarding EU sanctions or related matters.

  • Interview: skipper and owner Jan Wind about the romance of sailing

    Interview: skipper and owner Jan Wind about the romance of sailing

    [vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”13159″ size=”full”][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 best voyage rather than necessarily the most lucrative: that was always the principle.” We are interviewing Jan Wind, an enthusiastic maritime entrepreneur who sailed the seas as a skipper and owner, building up a healthy business in maritime and other cabling. Since stopping work as the director of Wind in 2022, he has been concentrating fully on another company, Amazon Shipping.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]When he introduces himself, Jan Wind says that he earns his money from shipping. His forefathers were all called Jan, and each and every one was a skipper too, so he grew up near Alkmaar with a fiery desire to sail the world’s oceans. The inland waterways of Europe were too small for him, so he bought his first ship – the Lida – at the age of twenty-eight and embarked upon an adventure that still holds him entranced. And always with NNPC behind him, giving advice.[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

    So you come from a genuine family of skippers?

    “There’s a story in the family that one of my forebears was the first in the Netherlands to switch from wood to steel. His fellow villagers warned him –‘Surely a steel boat won’t stay afloat?’ So we’ve had that adventurous side for six generations now, at any rate. I followed my father’s footsteps, choosing maritime rather than inland navigation, and he later got as far up the tree as being one of the directors at Wagenborg. He actually wanted to have his own freighter, but he married young and that put paid to his chances. After my schooling and a while employed as a helmsman, I did manage it though. If you buy your own boat, you’ve got to fall in love with it. The Lida was an ageing vessel but properly seaworthy. After a while giving her a makeover, I went sailing all over the world. That freedom adds a certain romance to the work.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    How did you tackle being a maritime entrepreneur?

    “In the early days, around 1990, I kept looking to see what cargoes I could find that needed to be taken to nice places. Because I invested in a satellite communication system early on, getting those shipments worked increasingly well. I was able to use the network I’d built up to get cargoes booked all the time and I sailed all over the world with them. The best voyage rather than necessarily the most lucrative: that was always the principle. Fortunately, the two often went hand in hand.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    Ultimately, your company Wind – which you managed until 2022 – specialised in transporting cables. How did you end up with that specialisation?

    “I came across that simply because it was a cargo I was offered. Then I built some great bit reels in the ship that the cables could be rolled up onto. And there was demand for it. They were nice cargoes too: a long time loading and unloading, and then to wherever in the world those cables were going to be laid. The actual laying is done by large specialist ships whose time is much too valuable for going and fetching the materials themselves. So that’s where I came into the picture.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    Successfully too. You progressed from being a very small company to a global service provider for undersea cables, with offices in Alkmaar, the US and Taiwan. How did you manage that?

    “The Lida built up a name in the maritime world as being a good ship for cables. So then I bought two more, sister ships, so that we could transport more. Old boats that we gave a makeover. I also bought a three thousand tonner, the Suzie Q – named after the song by Creedence Clearwater Revival. There came a point when arranging everything from on board was too much for me, so I was forced to work onshore, moving to an office in Alkmaar. I then got other people involved and it grew gradually from there.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    What role did NNPC play in all this?

    “The Lida was insured with NNPC from the very start. I got to know the people there and it clicked. My first rule is to try to avoid damage, right? And the second is that I resolve any damage that does happen as quickly as possible, locally, with the people involved. Make a deal and shake on it – I had no trouble with that. But I still needed NNPC for advice sometimes. There was one time I had a dispute with a local freight agency, for instance, who were also with NNPC. With you as the intermediary, it was solved nicely. NNPC was a huge help to me too when we moved into cables. I started out with a small company, just a single ship. And you’d be staggered by how pricey those cables can be. So I made a brochure for our ship together with NNPC, containing details of how any damage to the cables would be reimbursed, doing all the calculations, with an accompanying letter… NNPC really helped me a lot there.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    The call for shipping to become greener is getting louder all the time. How are you tackling that?

    “At the time, I took a serious look at whether we could add sails to the Lida, which originally had a diesel engine. Though I’ve got to be honest: it was partly because it was such a romantic idea. We initially had a design with just a single auxiliary sail, but that ended up expanding to no fewer than ten! Never happened, unfortunately. What we did do though, partly from a commercial point of view, was convert one of our ships for lifting old coaxial cables from the sea floor. So we tidied up the seabed quite a bit that way.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    Meanwhile, you’ve settled down onshore with your family for some time now. Does the skipper’s life still draw you?

    “I’d like another voyage, yes, but I’ve accepted that I won’t have the skipper’s role any more. I’m really busy as a businessman too. But I do manage the odd voyage on a yacht, you know! There comes that romantic side again.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    Finally, is there anything you’d like to say to the readers?

    “I’ve noticed that the wellspring of skipper-owners is drying up even more. People no longer dare to take that step. I suspect its because of the perception that working as a small business isn’t going to succeed nowadays and that only large companies can be profitable. That’s something I strongly disagree with. Just like when I started out thirty-four years ago, there’s still scope for a skipper-owner, as long as you put your heart and soul into it. Enthusiasm, professionalism, good service…You can work better and more efficiently on your own and that lets you make more profit. And it’s still got that romance, even though the regulations are tougher than they used to be. The freedom, the travelling, the possibilities… Taking the best cargoes to the best places. There’s still money to be made – don’t let them convince you there isn’t!”[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”12793″ size=”full”][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 would like to embark upon the adventure of being a skipper-owner like Jan Wind, or if you’re just setting up a great new maritime venture, NNPC are ready and waiting to help you with words and actions! Contact us directly here.[/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

  • NNPC and IMU at Breakbulk 2024

    NNPC and IMU at Breakbulk 2024

    NNPC and IMU will be present at Breakbulk 2024, held 21-23 May in Ahoy Rotterdam. Breakbulk is the world’s largest project cargo and breakbulk event and we plan on making our exhibit worth a visit!

    Our booth will showcase both the NNPC and IMU as well as the benefits and synergy of our partnership. We believe that the European shipping sector remains the strongest and most versatile in the world and deserves the specialized service and commitment of service providers such NNPC and IMU.

    We invite you to booth 1C24 to speak to us about how we can add value to your business with our innovative business model and service oriented approach to insurance for the maritime sector across Europe and beyond!

    NNPC and IMU: Redefining maritime insurance excellence

  • NNPC general meeting 2024

    NNPC general meeting 2024

    On April 3rd, the general meeting of the NNPC took place. Every year, we look back on the previous year and discuss the state of affairs and most important developments within the Club.

    Marine and offshore engineering company @Eekels held a captivating presentation on sustainability in shipping. And of course, the 2023 financial statements came along and we looked at the future plans for NNPC.

  • Interview: NNPC’s Finance & Control Manager, Ilse Verhage

    Interview: NNPC’s Finance & Control Manager, Ilse Verhage

    [vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”13049″ size=”full”][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”]“Every policy is unique because no ship is the same as the next.” In this staff interview, Ilse Verhage explains why working for a ship insurer like NNPC is so different from working for a health insurer: the role of the Finance & Control department and why she feels she’s in the right place at NNPC.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]When Ilse Verhage, already an experienced accountant, came to work for the P&I club at the start of 2020 in the role of Finance & Control Manager, she knew hardly anything about the shipping sector. She’s now at home with the characteristics of the sector and fully aware of all the developments, which is essential in her role as one of the management team.[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

    Where did you come from before you ended up in P&I?

    “Before this, I worked for a health insurer, so I was already in the insurance trade. Even so, working at NNPC was a real eye-opener for me. I had no idea whatsoever about shipping, of the scale of the sector and how important it is for the Dutch economy – and indeed for the world as a whole. On top of that, NNPC has to deal with a very different and diverse set of legislation and regulations. Being a P&I club means that we’re monitored by De Nederlandsche Bank and that gives the organisation an entirely different dynamic.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    What actually attracted you about coming to work for NNPC?

    “I came to NNPC because it’s a small insurer. Despite the small scale, though, NNPC has to stick to the same rules as a large insurer. That’s a challenge for a smaller outfit, and I liked the sound of it. If you compare it to health insurance, where you can easily have a million insured parties, then NNPC has a core business of shipping insurance that’s just a few hundred. And don’t forget that each insured party has a different policy because no ship is the same as the next. So there’s a lot more diversity and that means paying more attention to each individual member.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    How does Finance & Control operate?

    “Our department has a supporting role, very much so. We make sure that all the purchase invoices are paid on time and that the claims are dealt with, financially. On top of that, we’re responsible for various internal reports for the Executive Board, the Supervisory Board and the Advisory Board. We also report to De Nederlandse Bank every quarter. We’re busy sorting out the annual financial statements at the moment: we’ll be drawing up and checking the annual reports until the beginning of April.”

    “As a manager, my role is partly about coordinating and partly about the content – a supervisor who’s actively involved. And because we work to strict deadlines, particularly for the annual financial statements, I have to keep a close eye on the planning – that we haven’t forgotten anything. On top of that, I look at where we might possibly be able to make the processes run more smoothly. And all kinds of ad hoc things pop up, of course.”

    “It’s important for NNPC as a whole that our business operations are properly controlled, anticipating both internal and external changes. The service we provide has to continue at all times, even when staff are sick, as happens occasionally. If you’re a small organisation, you have to be flexible.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    So your work activities are important for keeping the risks under control.

    “Absolutely. In addition to the financial reporting, we provide input for the risk management system. An important, annually recurring part of the is the ORSA, which stands for ‘Own Risk & Solvency Assessment’. As part of that, we calculate scenarios that could apply to us over the coming five years. Inflation was a big issue this year, for example, and a potential recession. And the reinsurance premium rates, which are very relevant for us. For each scenario, we then work out what the possible impact could be and whether we have the financial muscle for it. We also set up the ‘ultimate stress scenario’ where we combine various stress scenarios to see if NNPC could weather the storm. Though the chance of exactly that scenario happening is minuscule, of course. By the way, the ORSA we did for 2023 showed that we have enough capital to withstand significant risks.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    You said that your department has a supporting function. Do you have a lot of contact with your colleagues?

    “Yes, more contact with colleagues and other departments within NNPC than with our members. We’re right in the middle of doing the work for the financial statements and the accountants’ checks now, for instance. So we, as the Finance department, have our hands full with that, but all the other departments are involved too. They provide the data for the processes in their department or other items that we need for the annual report. Because NNPC is only a small organisation, a large proportion of the team have to be involved in this task. Everyone has to do their bit. And I really enjoy that cooperation!”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    What would NNPC members perhaps see as a result of your work?

    “Indirectly, they’ll notice all kinds of things! Our work in the department, along with my role in the management team, helps put NNPC’s strategic plans into effect. That link lets me see everything that needs to be done to get new activities started up, the processes that need to be configured and set in motion. That has a direct effect on our plans for growth. Or take the budget, for instance, which we draw up every autumn. It’s a pointer to the rates we need to set for the premiums. Based on the budget, we look to see if increases are needed if we’re to achieve a good result. Even though we’re a non-profit organisation, the principle is always that the premiums should cover the costs.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    Has this made you enthusiastic about the idea of sailing yourself?

    “Although I wasn’t involved in shipping previously, I’ve always liked sailing. Like I said earlier, I’ve been impressed above all by how large the sector is. How many voyages there are, how many products are shipped. Eighty to ninety per cent of the world’s trade is transported by ship. You notice that immediately if the supplies get delayed on the major shipping lanes, which has happened a few times over recent years. I’m enthusiastic about NNPC itself too. I really enjoy what I’m doing here. It’s a small company and a very dynamic one, so you soon get really involved when things start to change. Everyone is motivated to get the best out of themselves. It all makes it wonderful to work here.”[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”12793″ size=”full”][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”]

    Working at NNPC

    If you’re curious to know more or think you might fit well in the motivated team we’ve got at NNPC, we’re often looking out for new colleagues. Have a look at all the open vacancies here.[/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

  • Loss of an anchor

    Loss of an anchor

    We have received reports over recent months of ships losing an anchor during severe weather. When an anchor is lost at the anchorage or in a port, the authorities will in most cases give instructions for a search-and-recovery operation. Given that a lost anchor is formally deemed to be a ‘wreck’, the authorities may in certain cases give that instruction directly to NNPC, in its role as the insurer.

    But because the authorities can also elect to organise a search-and-recovery operation themselves, it is important that we respond to any such request quickly. Together with our local contact, we will then build up a picture of what the options are. To assess this properly, we ask that you send us at least the following information:

    • The ship’s incident report
    • Notification to the agent and the local authorities
    • Dimensions and weight of the anchor (plus anchor chain if applicable)
    • The exact location of the vessel (longitude and latitude) at the moment of the incident, plus a copy of the ECDIS data
    • The purchase value and market value of the anchor

    Depending on what the options are and the quotations received, NNPC will attempt to reach an agreement with the authorities about the timelines and effort required for locating the anchor and then recovering it if it is found.

    We recommend that our members should notify the NNPC claims team of the loss of an anchor or anchor chain without delay through claims@nnpc.nl. If you have any questions or remarks about this subject, you can contact us through that same e-mail address or by phone on +31 (0)50-534-321.

  • EU ETS update: BIMCO clauses

    EU ETS update: BIMCO clauses

    As of 1 January 2024, the EU ETS requirements have applied to vessels with a gross tonnage of over 5000 GT. Shipping companies that do not manage to comply with these requirements run the risk of fines of 100 euros per equivalent ton of CO2 plus other punishments that the EU and its individual member states may potentially impose.

    Over the recent period, BIMCO has published various clauses that have been specifically formulated to deal with the operational consequences of the system. We recommend that our members should include these clauses in their freight contracts if so desired:

    • BIMCO’s emission trading scheme allowances clause for time charter parties, 2023
    • BIMCO’s emission scheme freight clause for voyage charter parties, 2023
    • BIMCO’s emission scheme surcharge clause for voyage charter parties, 2023
    • BIMCO’s surcharge for transferring emission scheme allowances for voyage charter parties, 2023

    These clauses can be found via the following link: https://www.bimco.org/contracts-and-clauses/bimco-clauses

    Including these clauses will let members ensure that the responsibilities are properly arranged between the owners and the freight carriers, based on the ETS. In addition, BIMCO has published the SHIPMAN Emission Trading Scheme Allowances Clause 2023 in which the relationship between shipowners and their managers are arranged.

    Members who have any questions about this subject or about implementing the clauses mentioned above in their freight contracts are asked to contact the NNPC claims team on claims@nnpc.nl.

  • Interview: heading for zero emissions with Johan Boomsma, director of Boomsma Shipping

    Interview: heading for zero emissions with Johan Boomsma, director of Boomsma Shipping

    [vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”12936″ size=”full”][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”]“Suppose that a really good infrastructure is put together for methanol here in north-western Europe. Having two or three methanol engines on board would be a far from silly idea.” Johan Boomsma (1969) is a businessman and the director of Boomsma Shipping, a shipping company “in the north of the country”. He talks to us at length about the innovations at his company and the efforts to make it greener.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]After what Johan Boomsma himself calls a few detours in the economic world, he finally settled in shipping around 2001. That was at the company his parents set up, naturally, because he comes from a maritime family “with salt water running in our veins”. It suited him well, with his training as an economist.[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

    Was it an easy change for you to make?

    “The first thing I did at Boomsma was supervise a new construction project. That had a fair few legal and economic angles, so everything came together and I learned a lot. My brother and cousin are in the company too; at the time, they sailed with my father on our three ships. Later I grew into the role and became a co-owner.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    How did Boomsma Shipping come about?

    “My parents both grew up in inland navigation and it came to the point where they decided to make a go of it as independents, sometime in 1968. By sea, sailing from Delfzijl to Hamburg – the Hamburg route. Actually, according to the rules, inland navigation vessels weren’t supposed to go through the German Bight, but they were a bit rebellious and did it anyway. You could get away with more then. Our formula for success is based on your own efforts and hard work. We’ve always been creative about using the right ships. We also saw early – as far back as 2005 – that we’d have to save fuel on our routes. Not because we were thinking about the emissions: purely the economics of it. We took measures such as making maximum use of the tonnage and not building vessels with too much power. When the fuel kept on getting more expensive, that turned out to have been a good move. Nowadays, it’s the sustainability aspect that matters.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    Innovation is extremely important in the sector and technology is taking major strides forwards. How do you see that?

    “Innovation is definitely important, especially for the ships built for the area we sail in. We’re talking the Baltic region, where there’s ice in the winter. You need boats with an ice classification for that. We branched out into alternative fuels when building them, years ago now. First, we looked at LNG – liquefied natural gas – but it quickly became clear that it was a transitional fuel. The investments were too high and there were still emissions. We chose diesel electric. You see that being used everywhere. Its big benefit is that you’re better able to adjust the operational power to match the sailing profile. The 8500-tonners we’re building now need 1,000 kW to do 10 knots.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    Diesel electric still uses diesel.

    “We’re doing that to get into position for alternative fuels in the future: methanol, hydrogen… I don’t know what it’s going to be. You’ve got to dream and keep looking ahead: suppose that a really good infrastructure is put together for methanol here in north-western Europe. Having two or three of methanol engines on board would be a far from silly idea if you could sail using them 90% of the time. You’d then only need the diesel when you’re sailing in winter conditions, for example, with ice. It makes you more flexible. But before we can move to all-electric sailing, the batteries will have to become way more efficient and powerful.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    On top of that, you wrote an article last year about zero-emission energy by fitting ‘VentoFoil’ sails.

    “That’s right. Another example of becoming greener is fitting ships with VentoFoil sails from the Dutch company Econowind. Our newly constructed vessels are getting sails. Wind power is free, sure, but not predictable enough and that adds uncertainty to the delivery times. Whereas what we order one day has to arrive the next. So for each of these innovations, we have to think about whether it works and what we could do with it. All kinds of things are being developed – coatings, more efficient engines, fuel combinations. Wind as a secondary form of propulsion will cut emissions, at any rate.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    What role has NNPC played in your company’s success?

    “We’ve been members of NNPC for as long as I can remember. They handle the liability insurance for the cargo for us. It’s a business, so there are things that go wrong occasionally and NNPC then helps us to minimise the damage. That’s good for all of us. They’re close to us, the shipping companies – like one of us, understanding our business. What we always do is discuss thoroughly what’s going to be done, so that we’re one step ahead of any problems. Short lines of communication and a practical approach – it’s a nice way of working. And I have to admit, it’s nice to be communicating in your mother tongue instead of in English.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

    What’s your prediction for the future of your sector?

    “First and foremost, as we’ve already said of course, it’ll be about becoming greener. We’ve all got to be involved – the whole industry has to take that step. The international agreements are tightly formulated and that presents quite a challenge. I hope that we, as a sector, will be able to tackle that. That kind of thing is quite an effort but it provides lots of opportunities too. If you don’t start thinking about it already and stay stuck in a rut with the old concepts, you’re in for a tough time. One potential risk I do see for us is the influx of staff needed to get it all done. Where are we going to get those people from, especially given the regulatory pressures? There’s already a chronic shortage of specialists. We’re not the only ones feeling it: it’s throughout the sector, for all our suppliers too.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text el_id=”5″]

    Finally, do you have any advice for NNPC members?

    “The members know what they’re getting with NNPC. You only find out what you can do for each other when something goes wrong. For any shipping companies that don’t know NNPC: talk to them and see what they could do for you. It’s a P&I club that pays a lot of attention to all the changes and developments that we shipping companies face. In short, don’t wait until something happens – talk about it at an early stage.”[/vc_column_text][us_separator size=”custom” height=”50px”][us_image image=”12793″ size=”full”][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

    If you’re also thinking about the options for making your ship or fleet greener, weighing up the appropriate innovations just like Johan Boomsma, we’ll be pleased to help you get a picture of the financial risks and the insurance you’ll need to take out. Contact us here.[/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]