Category: Nieuws

[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.

As of the 1^st of September till the 30^th of November 2024 the Paris MoU and the Tokyo MoU will start a joint Concentrated Inspection Campaign (CiC) to create awareness within the shipping industry about the requirements of the Maritime Labor Convention, 2006 (MLC,2006) and to verify that ships comply with these requirements. This campaign will focus on Seafarer Employment Agreements (SEA) as well as the crew wages and will be additional to the regular inspections.

For these inspections it is, among other things, important that the allotments and wage payments comply with the requirements of the crew contract, that wage payments are made at no greater than monthly intervals and all seafarers have a copy of their crew contract available to them. Next to this the master should be able to access all the required documents in order to show them during the inspection. For the CiC the following 10 questions will be used:

• Is the Seafarers’ Employment Agreement signed by both the seafarer and the shipowner or a representative of the shipowner?
• Is the seafarer able to access information regarding their employment conditions on board?
• Are standard forms of SEAs and parts of any applicable collective bargaining agreements, subject to Port State Control (PSC) inspections under Reg. 5.2, available in English?
• Does the SEA include all the required elements specified in the MLC 2006 Standard?
• Do particulars included in the Seafarer’s Employment Agreement comply with MLC, 2006 requirements?
• Are wage or salary payments made to the seafarer at no greater than monthly intervals?
• Have seafarers been given a status of accounts and wages paid on at least a monthly basis?
• Are wage or salary payments in accordance with any applicable CBA or SEA?
• If payments made to a seafarer include deductions, are they in accordance with the MLC Convention?
• Is a certificate or documentary evidence of financial security, issued by the financial security provider, available on board in the event of compensation for death, long-term disability and repatriation?

NB: Not meeting the requirements of one of the questions may be a reason for the authorities to detain the vessel.

The press release of the Paris MoU concerning the CiC and the questionnaire can be found here: Paris & Tokyo MoU Press release

For any questions or comments on this topic, please contact us at underwriting@nnpc.nl or by phone at +31 (0)50 534 3211.

[vc_row][vc_column width=”1/12″][/vc_column][vc_column width=”10/12″][us_image image=”13685″ 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”]MINSHIP is one of NNPC’s largest and oldest members, focusing on the deep-sea market and Atlantic trade. It’s a unique company operating from Schnaittenbach, Bavaria – a region in Germany hardly known for its shipping – with roots in the kaolin trade dating back to the early 80s. Since then, they’ve expanded into Hamburg and today manage a large fleet of ships.[/vc_column_text][us_separator size=”custom” height=”30px”][vc_column_text]Responsible for these management duties is Markus Hiltl, managing director at MINSHIP Group since 2018. He has been with the company for far longer than that, however, starting out there as a local from Schnaittenbach a good 35 years ago! “I’m very happy to be in shipping and haven’t regretted this choice a single day in my life,” he tells us. In this interview, we sit down with Mr. Hiltl to talk about MINSHIP and the challenges the shipping industry faces.[/vc_column_text][us_separator size=”custom” height=”40px”][vc_column_text]

Could you tell us a little about MINSHIP’s beginnings?

“When the company was launched, we primarily served the kaolin industry in shipping bulk and later kaolin slurry from the Americas to Europe. Kaolin is a mineral used as a pigment in the paper industry, but also porcelain and ceramics. We soon expanded into other minor bulk commodities and regions, adding ships over time to transport within the Atlantic and adjacent waters.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Does the kaolin business still exist?

“Yes, it continues to be one of our pillars: kaolin is shipped in dry bulk and slurry form. Nowadays, kaolin is primarily shipped from Brazil / the Amazon basin, rather than our traditional sources in the US. However, like I said, we have also diversified into transporting other commodities such as grain, fertilizers, steels… anything which suits the managed fleet, really.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

MINSHIP also manages ships for other companies, correct?

“In 2017, the company decided to separate the assets (ships) from the management side of the business. This was done to increase visibility and transparency, and also to attract business from third parties. On the management side, we offer commercial as well as technical / crewing services to assure the wellbeing of the vessels under our care. We do this both for our ‘in-house’ ships and those of others. The currently managed fleet of fifteen vessels – to which three ships will be added this year – includes modern and fuel-efficient bulk carriers, but also MPP multi-purpose ships.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Could you tell us a little about how you expanded operations into Hamburg?

“In 2021, we took over a company called Auerbach Bereederung (shipmanagement) in Hamburg. This was at the peak of the corona epidemic. It took us about two years to fully integrate these professionals, combining Bavarian with Hamburg virtues to create a unified team working at a service level of excellence. Currently, we have fifty-five employees, most of them here in Bavaria. It’s a young, ambitious team with a modern mindset, coupled with experienced leadership. We recently started to strengthen our Hamburg office to increase our visibility and be recognized on the coastline too.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

MINSHIP has been with NNPC for a long time. Why did a German company choose to sign up with a Dutch P&I club?

“NNPC was already around as MINSHIP’s P&I club when I joined the shipping business in 1985. The link to NNPC goes back to our founder, Jürgen W. Ruttmann. He used to work in Rotterdam, in the 1970s. The connection was made then. As for myself, I’ve always been happy with NNPC’s services. They’re very supportive. I like the idea of being in league with a small P&I club that offers a lot of personal attention. In London or other shipping centers, with the larger clubs, one may not get that as much. NNPC is very good at addressing things and helping out quickly.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

Which developments do you see in the shipping world right now?

“The big thing currently are the various geopolitical conflicts across the world. Because of the Russian-Ukrainian war, we’re avoiding the Black Sea. We are not trading to or from Russia or deal with Russian cargoes or entities, even if non-sanctioned. We avoid the Red Sea because of Houthi raids. In general, though, we are quite well-prepared to deal with these circumstances by being flexible and diversified.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

What is the biggest challenge facing MINSHIP, and how are you addressing it?

“Decarbonization is without a doubt number one. Going carbon-neutral is a big challenge. The European Union has set up a system with carbon certificates that need to be purchased in order to be compliant with the regulations. Some time ago, we started to rejuvenate our fleet and currently have very fuel-efficient vessels in management. This helps steer us in the direction of carbon-neutral shipping. Digitization plays another big role in planning. It has always been the case that the shipping market is in flux, has its ups and downs. What really helps to navigate it is to have well-educated, dedicated people in our group. This allows us to successfully manage our fleet and we invest a lot in having a great team that is able to achieve all of this.”[/vc_column_text][us_separator size=”custom” height=”50px”][vc_column_text]

You have a very positive outlook!

“Shipping remains an interesting business to stay in. There is never a dull moment in shipping. I’m almost sixty years old and I will bring in my experience and expertise for a few years more, until it is time to hand it over to a younger generation. This will put MINSHIP in an excellent position in the world of shipping for decades to come.”[/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”]Should you need your ships managed by experts, preferably people who have a long history in shipping themselves, MINSHIP is the company to turn to. For all your P&I services and questions, you can of course depend on us at NNPC.[/vc_column_text][/vc_column][vc_column width=”1/12″][/vc_column][/vc_row]

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.