NNPC

Category: Nieuws

  • Maritime Awards Gala 2022

    Maritime Awards Gala 2022

    The Maritime Awards Gala on Monday 7 November resulted in a very successful evening for our members! As the main sponsor of the event, we enjoyed the innovative strength and passion for the sector that was in the spotlight there.

    NNPC once again congratulates all five prize winners, especially Kommer Damen. He received the Lifetime Achievement Award for his achievements, working methods and contribution to the Dutch maritime sector.[us_separator size=”custom” height=”10px”][vc_row_inner columns_type=”” columns_reverse=”” ignore_columns_stacking=””][vc_column_inner width=”1/2″][us_image image=”10964″ size=”full” onclick=”lightbox”][us_separator size=”custom” height=”30px”][/vc_column_inner][vc_column_inner width=”1/2″][us_image image=”10970″ size=”full” onclick=”lightbox”][us_separator size=”custom” height=”30px”][/vc_column_inner][/vc_row_inner][vc_row_inner][vc_column_inner width=”1/2″][us_image image=”10958″ size=”full” onclick=”lightbox”][us_separator size=”custom” height=”30px”][/vc_column_inner][vc_column_inner width=”1/2″][us_image image=”10961″ size=”full” onclick=”lightbox”][us_separator size=”custom” height=”30px”][/vc_column_inner][/vc_row_inner][vc_row_inner][vc_column_inner width=”1/2″][us_image image=”10967″ size=”full” onclick=”lightbox”][us_separator size=”custom” height=”30px”][/vc_column_inner][vc_column_inner width=”1/2″][us_image image=”10973″ size=”full” onclick=”lightbox”][us_separator size=”custom” height=”30px”][/vc_column_inner][/vc_row_inner][vc_column_text]

  • Update stowaways – October 2022

    Update stowaways – October 2022

    We would like to remind our members of the recurring risk of stowaways, and in particular for ships sailing to and from the United Kingdom.

    In this respect we refer to the NNPC update that was released last year in which we advised to be extra vigilant, especially when sailing in the United Kingdom, and to limit the risk of stowaways boarding the ship by implementing following measures:

    • Provide information and guidance to the crew well in advance on the risks and to make them aware of the measures that can be taken.
    • Limit access to the vessel in port as much as possible, register visitors and shore personnel and check that all visitors have actually been disembarked before departure. Keep access points, storage and living areas locked whenever possible.
    • Always have sufficient lighting on deck and possible access routes. The use of cameras is also recommended, taking into account privacy regulations which may apply.
    • As far as possible, in particular in the case of potentially sensitive cargo such as containers, project cargo, nacelles and windmill blades, check that there are no stowaways hidden in the cargo, even if the cargo is sealed. We also advise contacting the charterer in advance about the measures they are taking themselves and to coordinate this as much as possible.
    • Before departure, carry out the necessary searches of all rooms and areas where stowaways may have hidden and record the results in the logbook.

    Furthermore it may also be important to incorporate an appropriate clause (such as the “Bimco Stowaways Clause”) into all charter parties. This assigns the risks and responsibilities and risks and often allows owners to recover any delays or costs which may arise when stowaways are able to access the vessel through no fault of the vessel.

    We also refer to our stowaway related publications, such as the “Stowaway Questionnaire” and First Response form and we recommend that members always contact NNPC at claims@nnpc.nl as soon as possible upon discovery of stowaways so that required assistance can be provided immediately.

  • EU Sanctions Update – Clarification on the Carriage of Certain Russian Cargoes

    On 19 September 2022 the EU further amended its frequently asked questions list (FAQs) clarifying the application of articles 3g, 3i and 3j in particular of Council Regulation 833/2014.

    The EU have clarified that certain goods, such as fertilizers, animal feeds, essential goods, and coal and related products, are now permitted to be transported to non-EU countries to mitigate food and energy insecurity. Also relevant services (such as financial assistance including brokering or insurance) tied to the transfer under Articles 3i and 3j of the above-listed goods to third countries via EU operators or the EU territory are now permitted.

    Contrary to the position taken by the EU in August, the FAQs now make it clear that the transport of coal and certain specified goods in Annex XXI of Council Regulation 833/2014 (and related insurance) is in fact not prohibited when the goods are being carried to third countries.

    Import of said goods ex Russia into EU territory remains prohibited.

    For a detailed analysis of the amended EU position we refer Members to the Client Alert published earlier by UK law firm Reed Smith, available through following link:

    https://communications.reedsmith.com/329/6403/september-2022/eu-u-turns-on-global-transfer-restrictions-of-russian-coal–fertilisers-and-other-goods(1).asp?sid=caddb06a-ed8b-4d44-9f8d-03372fc05fd6

    Members may also find detailed information in circular issued by all IG Clubs – for our Member’s ease of reference we enclose hereby the link to the circular issued by North Of England:

    https://www.nepia.com/circulars/eu-sanctions-clarification-published-on-the-carriage-of-certain-russian-cargoes-including-coal-and-fertilisers-update/

    *** In the current landscape of ever changing sanctions regulations (an 8th EU sanctions package has been issued as from October 6th) Members are recommended to contact NNPC at claims@nnpc.nl in respect of any sanctions related issues ***

  • Report on the EEXI/CII NNPC workshop, 10 October 2022

    Report on the EEXI/CII NNPC workshop, 10 October 2022

    On 10 October 2022, the NNPC hosted a workshop on the upcoming legislation and regulations about reducing greenhouse gases in the shipping sector. The keynote speakers at this workshop were Mark Smith from North of England, of one of our reinsurers, and Ton Jumelet, a lawyer with Dock Legal Experts. This article gives a summary of the workshop.

    First of all, Mark explained the three main measures imposed by the International Maritime Organization (IMO) and the EU, namely:

    • the European Union Emissions Trading Scheme (EU-ETS)
    • the Energy Efficiency Existing Ship Index (EEXI) and Energy Efficiency Design Index (EEDI)
    • the Carbon Intensity Indicator (CII)

    From 2024 onwards, the maritime sector will be included in the EU-ETS. This means that vessels of above 400GT must now buy emission credits allowances to offset their emissions.

    The EEXI applies to all vessels built before 2013 that are larger than 400GT. It is determined by the amount of CO2 emitted by existing ships per ton of cargo per nautical mile. To determine the score for the index, the technical design of the ship is considered and a certificate will then be issued (one time only). Such a certificate must be on board by 1 January 2023. For newly built ships, an equivalent scheme called EEDI has already been in operation since 2013.

    The CII measures the operational efficiency of ships and is mandatory for all ships larger than 5000GT. Based on the continuous monitoring and efficiency measurements, a label from A to E is assigned indicating how efficiently a ship carries cargo (where A is the most efficient and E the least). The threshold is at label C: a ship that scores lower (D or E) does not meet the requirements. If the vessel in question gets a D three years in a row or an E once, a correction plan must also be submitted to its classification agency. It is also important to note that the CII label may differ from one ship to another, even if they are sister ships. As the efficiency of a ship is affected by not only how but also where the ship is operated, two ships that are technically exactly identical may nevertheless receive very different CII labels.

    Having to meet efficiency requirements can also have legal implications, particularly as the CII is an annually recurring requirement, unlike the EEXI certificate which is one time only. Ton Jumelet therefore gave some concrete examples in his presentation of issues that shipowners may come across, such as disputes over vessel performance. It may in fact be more favourable for the CII score to sail more slowly, meaning that you take longer, or to take a slightly different (but longer) route. It is therefore important to make clear agreements about this beforehand and get them recorded in the chartering.

    BIMCO’s CII clause is expected in October or November 2022. It will include the responsibilities for non-compliant or non-optimised vessels and the consequences of not achieving the CII target.

    BIMCO has published a transitional clause for the EEXI requirements that can be found at:
    https://www.bimco.org/contracts-and-clauses/bimco-clauses/current/2021_eexi_transition_clause

    If you have any questions resulting from this article or the workshop, please contact us at info@nnpc.nl.

  • Current situation Nordstream pipeline

    Current situation Nordstream pipeline

    Following the incident earlier today regarding the Nordstream pipeline, a navigation ban has been announced today by Danish authorities south-east of Bornholm at position 54° 52.60’N – 015° 24.60’E. 

    For more information, we refer to:
    https://dma.dk/safety-at-sea/navigational-information/nautical-information

    As more information becomes available, we will share it with our members via an update to this post.

  • Circular: “General Trade Licence”: Reporting of ships calling at Russia or passing through Russian waters

    Circular: “General Trade Licence”: Reporting of ships calling at Russia or passing through Russian waters

    The war in Ukraine has led to various changes being adopted regarding British sanctions against Russia. On 17 March, the UK Government published a ‘General Trade Licence’ to clarify these sanctions. A copy of the General Trade Licence can be found at the following link:
    https://www.gov.uk/government/publications/general-trade-licence-russia-sanctions-vessels

    This licence makes clear to insurers and reinsurers in which cases they are still allowed to insure ships that sail through Russian waters and/or in Russian ports. There is therefore no question (at the moment) of a total ban on sailing to Russia. However, an obligation to report has been introduced for the purposes of monitoring compliance with sanctions. All insurers and reinsurers operating from the UK have to store information about journeys made and must notify the UK Secretary of State where that data will then be stored for five years.

    This reporting obligation came into effect on the same date that the General Trade Licence was published, 17 March 2022. Failure to comply with this reporting requirement may have consequences for the insurance of the ships concerned and the payment of any claims. Through this letter, we would therefore like to urge our members and insured parties who have been in Russia since 17 March 2022 to send us the following information:

    1. Name of the Russian ports visited
    2. Name of the vessel
    3. IMO number of the vessel
    4. Type and quantity of cargo
    5. Start and end dates of the voyage
    6. Name of the vessel’s owner
    7. Name of the vessel’s charterer
    8. Name and address of the shipper/supplier
    9. Name and address of the recipient
    10. Name and address of the purchaser (if known and not the same as the recipient)
    11. Copy of the bill of lading (if present)

    The attached template can be used to facilitate the process. The completed file can then be sent together with copies of the bills of lading to underwriting@nnpc.nl.

    Finally, we would like to emphasize once again that trade with Russia is currently subject to severe restrictions and that trade in contravention of the sanctions that have been imposed is not covered. As stated in previous news reports, it is therefore still important that you, as a member or insured party, carry out the necessary due diligence yourself. If you have any questions about this, we will be happy to assist.

  • Beware of Cybercrime

    Dear members,

    We have observed that people are being approached in the name of the NNPC via social media. Money is being “given away” to obtain bank details. You will understand that we are not behind this and want to warn everyone not to give PayPal, Tikkie, bank details or other information to these criminals.

    If you have been approached as well, please let us know. For further questions you can always contact us.

  • Sign up for My NNPC

    “My NNPC” is our new client portal, which gives our members easy access to their insurance policies and the ability to file a claim online.

    Features

    Soon you will be able to use this online tool on our website. This will become the place to arrange all manner of things to do with your P&I insurance policies and claims. Curious to know the possibilities?

    The most important features are listed below:

    • Direct insight into all your insurances
    • Access to certificates, inspection reports and invoices
    • Real time insight into claim files
    • Filing claims online, including making and adding photographs
    • Overview of the latest news
    • Push messages whenever there is an update, for instance on a claim file
    • Strong privacy and security with mandatory two-factor authentication (2FA)

    Service the way you prefer

    With My NNPC we give you more control over your insurances. Needless to say, we will always remain available for personal contact wherever and whenever you need it. This client portal serves as a user-friendly addition to our service, so we may assist you better than ever.

    Would you like to apply for My NNPC as soon as it is released? Please sign up here.

  • Employment of non-European seafarers in German waters

    Employment of non-European seafarers in German waters

    Members are regularly involved in offshore projects in German territorial waters. Whereas previously non-European crewmembers could be employed on the basis of a normal Schengen visa, a recent decision by the Supreme court of Germany limits the ability of non-European crewmembers from outside the European Economic Area (EEA) to work on board of vessels operating in offshore projects within German territorial waters.

    The decision states that non-European crewmembers may only work on vessels employed to work in offshore projects in German waters if they have a Schengen Visa type D (travel, work and residence). This visa must be applied for separately and the waiting time can be up to several months. Where it was previously sufficient to have a so-called “Van der Velst” visa (a European visa for employees who have been working in the EEA for more than 12 months), an additional visa must now be obtained. The effect of this decision is that if a vessel is working in such a project, it is necessary that all crewmembers have a visa type D or come from the EEA. As obtaining these visas can take months, we advise Members to submit the necessary applications well in advance.

    We advise our Members to pay attention to local laws and regulations regarding work permits when entering into offshore projects, also taking into account national differences, including within the EEA.

  • Letters of Indemnity

    We note that from time to time letters of guarantee (so-called “Letters of Indemnity” or “LOIs”) are being presented to our members to accept certain cargo risks against an indemnity from, for example, the shipper.

    We would like to inform our members about the risks in accepting so-called Rain Letters and “LOI’s for issuance of Clean Bills of Lading”:

    1. Rain letters: A common type of guarantee letter is the so-called “Rain letter” in which the charterer or cargo interests request the Carrier to continue cargo operations during rain, snowfall or other forms of precipitation.
      It goes without saying that the carrier must ask itself whether this could cause cargo damage and, if so, will have to refuse the request. Consulting the NNPC in such cases is advisable.
    2. LOI for issuance of Clean Bills of Lading:
      In assessing such requests, the carrier will need to take into account that the buyer of the cargo is entitled to demand that the cargo be received in the same condition as described on the bill of lading. Furthermore, recourse under such LOI’s is mostly not possible because a large number of jurisdications, including the UK, does not recognize such letters of guarantee as legally valid. The reason for this is that such an LOI is seen as a fraudulent document because the condition of the cargo is deliberately stated incorrectly.

    We advise our members to make a proper assessment in advance of the risks involved in accepting such letters of guarantee. In addition, we would like to point out to our members that claims relating to damage to cargo are excluded from cover if such damage was already known at the time of loading and if the bill of lading does not contain any appropriate remarks in this respect.

    We trust that we have provided our members with sufficient information. If our members have any questions regarding this subject they can contact us at claims@nnpc.nl.